Contents
The New Zealand
Railways
Magazine
Railways
Magazine
Registered for transmission by Post as a Newspaper.
Published by the
New Zealand Government Railways Department
“”
For Better Service.Circulation over 21,000
Vol. 3. No. 3.
Wellington,
New Zealand
July2, 1928
When crew and captain understand each other to the core,
It takes a gale and more than a gale to put their ship ashore;
For the one will do what the other commands, although they are chilled to the bone,
And both together can live through weather that neither could face alone.
Kipling.
“One hundred per cent. confidence in the ability of the staff to carry through their jobs efficiently!” That was the phrase used by the Prime Minister and Minister of Railways recently to indicate the opinion held by the Administration in regard to the railway service of the Dominion.
It is an opinion calculated to help members to that feeling of confidence in themselves which constitutes the major half of success in any undertaking, whether of a personal or of a business nature.
In the last decade change after change has been introduced into the system. New notions in regard to the ways of conducting the affairs of the Department have been applied; radical alterations in method have been introduced; a new outlook and the development of a keen business sense have been required.
And these changes, occurring with increasing rapidity in late years, have come concurrently with sweeping technical improvements in equipment, signalling, and traffic control methods. This condition of flux has called for intensive study by the staff to keep pace with the flood of new regulations designed to cover the changed operations necessitated under the new regime.
They have been truly crowded years for the railwaymen of New Zealand, but the staff have stood up to the work and met every requirement in such a way as to fully warrant the high commendation quoted.
It is doubtful, indeed, if either the public or staff fully realise how great has been the effort required to bring about these basic alterations in the conduct of railway affairs. But a dispassionate review of past accomplishment gives ground both for assured
Confidence is the expressed key-note of both Minister and General Manager in relation to the railway service, and mutual confidence between man and man, and between branch and branch, justified by the results of past co-ordinated efforts, will produce successful functioning of the whole organisation in the future.
Regarding that future the Prime Minister speaks with assurance. At Palmerston North, recently,
“It is all very well to talk about the railways and say they are losing so many hundreds of thousands of pounds a year, but there is one point that is overlooked. The railway system is the life blood artery of the trade and commerce of the country. (Applause.) Could you do without them? Of course you could not, and I am sure I am safe in assuming that that is the opinion of you all. The railways have been up against a difficult period. We have been going through a settling down process. We have to take these matters as they come, and take them steadily, and I believe that in the end the railways will be found to be the most economic form of transport for the primary producer.”
As indicating the value of our Magazine in keeping overseas readers in touch with railway doings in New Zealand, we have pleasure in printing the following letter from Colonel J. S. Purdy, of Sydney, a former Health Officer of Auckland:—
Town Hall, Sydney, 1/6/28.
The Editor N.Z.R. Magazine.
Dear Sir,—An old comrade of the Sixth N.Z.M.R., who served with me in the South African War sends me your excellent Magazine. I was, as a former Health Officer of Auckland, interested in the account in your issue of 1/5/28 of the opening of the East Coast railway and the arrival of the first train at Tauranga.
I have a vivid recollection of visiting Tauranga in 1909 during an outbreak of typhoid fever, and advocating the introduction of a water supply. At a public meeting I remember saying, “You people of Tauranga, I believe, are proud of owning a famous racehorse, but I am not surprised that he lost the Northern Steeplechase at Auckland, as he bucked at the water jump, which is exactly the position of your own Council.” However, whilst Chief Health Officer of Tasmania I received a postcard of the opening of the water supply, with the superscription: “We have cleared the water jump.” The Councillor who sent me the card told me the next step was the railway. Tauranga is one of the most beautiful places I have seen, has an ideal climate, and should become a great health resort. In my position as Metropolitan Medical Officer of Health, Sydney, I sometimes get a chance to recommend visitors to New South Wales to go on to New Zealand, and am always able to tell them of your excellent railway facilities.—Yours faithfully,
J. S. Purdy, D.S.O., M.D., F.R.S.E., Colonel A.A.M.C., Metropolitan M.O.H., Sydney.
Important changes in the internal design of railway locomotives are likely to be effected as a result of research work which is now going forward. Faced with serious road rivalry and the necessity for combining speed with low running costs, railways are investigating the possibility of adapting engines to the use of oil fuel, or of such innovations as the Caprotti valve which, it is claimed, will reduce fuel consumption while maintaining existing standards of engine performance. Experiments along both these lines of development have been markedly successful, notably those devoted to an exploration of the principle of using steam power for starting an engine and oil for its normal running. The exterior of the engines will not be fundamentally altered as a result of these adaptations. The changes are being adopted as an alternative to the electrification of the main line systems as opposed to the purely suburban services.
What you have done to another, you may expect from another.—Syrus.
The above subject was introduced at the recent General Officers’ Conference by Mr. Dennehy, Law Officer of the Department, in a carefully prepared résumé of this phase of management.
Speaking on the subject, Mr. Sterling (General Manager) said that the ideas presented to the Conference were along the lines of modern industrial thought. “In other words,” he continued, “we must pay as much attention to the man as to the machine.” Personnel management was the line along which he intended to work. Mr. Sterling said that he hoped to bring about close co-ordination between the personnel manager and the heads of staff. It was necessary to get the confidence of the staff, and he was appreciative of the need for doing everything possible along this line. Mr. Sterling went on to say that if you give confidence you will get it. Most men responded to it. “I have followed that line pretty consistently, and right through my association with business have never hesitated to discuss with any members of the staff anything I have been thinking about. I have found this helpful in every direction.”
Mr. Sterling then went on to make an appeal to those present to take the staff into their confidence. “There is very little I do here,” he continued, “that I am not prepared to tell anyone about. I intend to move about freely and exchange confidences with the men. That is the way to gain their confidence. Some men, I know, are not amenable to any kind of treatment, but these are the exception rather than the rule.”
In the matter of gaining confidences, everyone must work the problem out for himself, knowing
Edison electric storage battery rail car on the Christchurch-Little River Line. The car is 56 ft. 6 in. long, 8 ft. 5 in. wide, and has seating capacity for 60 passengers.
In the Railways I intend to adopt similar lines for dealing with some problems, and I want you to practise the habit of discussing any problems you have with those either above or below you. Consult them as man to man. “It is better,” he declared, amidst laughter, “to have your people with you before a decision is made, than to have a thundering row after!”
Mr. Sterling concluded by saying that by co-ordinated action they would be able to effect certain economies, but these were only to be obtained after the men had been brought to view them with favour. He found that in dealing with men, they invariably responded to a free and frank discussion of the subject.
(Photo Leslie Hinge)
Drafting 2,300 Hereford cattle at Mr. W. Barton's Whiterocks Station, Wairarapa, North Island, New Zealand.
General Manager Confers with Officers at Wellington
Prime Minister Attends
The Conference of Officers called by the General Manager, Mr. H. H. Sterling, last month, promises to initiate a valuable advance towards co-ordinating the work of the Department in all its branches. There was a full attendance of heads of branches as well as both Island Divisional Superintendents.
In opening the conference, Mr. Sterling said that he wanted the meeting to be informal and desired everyone to express his thoughts freely. The purpose of their meeting was to effect an exchange of ideas—to be, in fact, a “korero” upon matters of mutual interest.
He intended that these conferences should take place four-weekly. In regard to procedure, Mr. Sterling went on to explain that he would expect reports upon their work from officers—not mere formal progress statements, but notes roughed-out from their daily experience, upon matters of interest occurring during the previous period, and drawing attention to any financial or other difficulties met with. Officers need not, however, spend much time in preparing these notes. They could be dictated to a stenographer and then handed over to the Chief Clerk, who would assemble the notes and supply complete copies to everyone concerned. The meetings would be held each Friday following the end of the period, the notes to be handed in on the previous Tuesday. Summaries could be in the hands of all officers before Thursday, and this would give everyone a chance to think over the matters included in the summarised notes.
He wished all to look over the statements and crystallise their ideas before coming to the meetings, in order that with a minimum of time they might secure a maximum of results; and here he wanted to tell them that all idea that they might be interfering with the business of another branch should be eliminated, and that whatever proposals might be suggested by anyone should be accepted by the branch concerned as offered in a helpful and constructive spirit.
Mr. Sterling asked members to have mutual faith in one another's bona fides. This absolute confidence was essential to progress. It was the most important principle of business organisation, and was, in fact, being operated in every big successful business to-day. He had felt the benefit of it during his association with the New Zealand Co-operative Dairy Company, Limited.
“I know,” continued Mr. Sterling, “there is a tendency for departments to become insular; but I must remind you that anything of this sort is merely clogging the wheels of co-ordination. Knowing the traditions of the service, its departmental construction, and the frailty of human nature, it was inevitable for the feeling to develop that ‘this is my cabbage patch.’ Now, I want all that swept away, and each to join up in ‘having a go’ at the common problem.” Mr. Sterling went on to remind them that lookers-on see most of the game, and while there were definite specialised branches such as the Professional, the Traffic, and the Technical, their general knowledge as railwaymen should be helpful to all. “Everyone,” said Mr. Sterling, “knows a good pudding, though he may not be able to make one.” (Laughter.) He did not claim to know everything about the railways himself, but he felt sure that if their combined knowledge were pooled all would be helped along.
After certain detailed matters had been dealt with, the Prime Minister and Minister of Railways (Rt. Hon. J. G. Coates) attended the conference.
Mr. Sterling, in greeting the Prime Minister, said that he and his officers were pleased to be honoured with his visit. Mr. Sterling gave particulars of what had been arranged, and said that the idea of a general conference had met with the concurrence of the officers. He explained that they wanted to get concentrated effort on every problem—to get the whole weight of their accumulated railway knowledge. He himself felt that such conferences tended to break down artificial barriers and help officers in carrying out their various functions. They would have a friendly, helpful exchange of ideas on those subjects that were most exercising their minds. He said further that if Mr. Coates could spare half-an-hour to honour them with his presence at future conferences they would be pleased.
Mr. Coates: “Mr. Sterling and gentlemen, I have nothing to say in regard to the ideas and methods proposed so far as the Government and
Mr. Coates went on to assure them that team-work would enable them to give the best service and meet the general requirements of the public. The conferences would enable them to establish a unanimity of opinion which was most important. He assured them that he had confidence in Mr. Sterling, in the Department, and in the men selected to carry on the work. Against extraordinary difficulties they had done remarkably well. “In any case, no one outside the Department,” said Mr. Coates, “can point to any errors that have been made.”
Mr. Sterling has taken the right course in calling the officers together and discussing their problems. “Since this team-work has been carried on it is percolating right down through the service. Of this I am certain—if success cannot be got this way, it would be impossible to obtain it in any way, and I again assure you of the hearty co-operation of the Government and myself—there will be no ‘sprogging’ of efforts.” He went on to say that the Government would start off with full confidence in the railway management. They had had it in the
Farmers from Taranaki Visit the Waikato Winter Show.(Photo J. F. Lowden)
The special Farmers’ Train run from Hawera in connection with the Waikato Winter Show at Hamilton was a great success, approximately 300 farmers from Taranaki travelling by the train.all the pit-falls, but we can take reasonable steps to avoid most of them. I know that you cannot do more.”
Referring to Mr. Sterling, Mr. Coates said that he wished him all success as General Manager. He asked that the men round him should have complete confidence in the management, and he extended thanks for the way in which the men of the service had rallied round the Department during its time of difficulty. Mr. Coates emphasised once again the fact that the service could rely upon 100 per cent. support and confidence from the Government.
In replying, Mr. Sterling expressed the thanks of the conference for the Minister's kind remarks, and wished, also, to thank him for his expression of confidence. He himself was proud to be associated with the officers of the Department, and he expected the best results. He esteemed the Prime Minister's confidence in his ability, and would do his best to see that that confidence, so happily expressed that morning, was not in any way misplaced.
(Depicting one of the many amusing incidents in the life of a Railway servant. For obvious reasons, the identities of the characters are withheld. All names are entirely fictitious.
ByGeo. P. Bezar.
One wintry day in 1920, when Mr. P. G. Telford governed the destinies of the railway portion of Waipukurau, Hawke's Bay, a very fair-haired, diminutive youth, 16 years of age, fresh from Head Office, stepped off the Napier-bound express (known to railwaymen as No. 612) and presented himself to the stationmaster.
“How do you do, sir; my name is Benton,” greeted the golden-haired one as he handed the man with the braid a letter. “I have to report for duty.”
The Railway portion of the Government Overseas Publicity Board's display at the recent Auckland Advertising Club's Exhibition.
“Well, my lad, how are you?” returned the S.M., proffering his delicately manicured hand. He adjusted his spectacles to a more rakish angle on his nose so that he could obtain a better view, over the top of his rimless, of the greenhorn it was now his duty to train.
Gordon Benton was distinctly nervous as he waited expectantly. “Just wait a moment, laddie, and make yourself at home,” said the S.M. as he attended to one of the multifarious duties of a sub-terminal Chief of Staff.
“Desert Gold,” to give the newcomer one of his many titles, was glad of the opportunity thus afforded him, of running his inexperienced eye over the station and its keepers.
It was a bitterly cold day and Benton, a little more at his ease now that the initial ordeal was over, lounged over to the huge “railway” fireplace and rested his slight shoulders against the mantelshelf, with that air of proprietorship so prevalent among second year Cadets.
In a short while the S.M. returned to deal with his new charge. After the usual routine, Benton retired to seek lodgings described on the time-table advertisement as “a home away from home.”
Precisely at 8.0 a.m. the following morning, he walked briskly into the station office and was soon being initiated into the mysteries of the inner workings of a busy station.
From that day, life held—for one young man, at least—a new appeal. Greedily he devoured all he could learn. He tinkered with the tablet, the telegraph and the tickets. He learned a lot about parcels, horses and dogs; sheep and cattle and hogs.
But hand in hand with experience walked trouble—with a capital T.
Many queer jobs fell to the lot of Gordon; but he had the patience of Job, and a keen sense of humour. Among other trials, messages, verbal and otherwise, destined for the yard staff, were committed to his care.
It all happened about 4.13 p.m. (He always was a shade doubtful about anything connected with 13, and in the light of succeeding events, he afterwards maintained that 13 had something to do with it.)
Unless his imagination had played him false, Benton heard a command. Yes, he had it right. “Two off behind one, on the Mail.” Ah! those fateful words!
Springing to action, like a dashing military officer, Gordon rushed out of the office to find the shunter. There he was, away up the other end of the yard. Like a young Limerick, the golden-haired one flew down the track and yelled his message into the ears of the shunter.
The latter looked at his watch, swore vehemently, and made record time to the engine shed. The “Mail” was due in ten minutes!
Walking jauntily back to the office, Benton was surprised to see the South signal arm fall. “By Jove,” he muttered, “she's pretty close.”
A whistle was heard, and the big iron monster thundered into the station, crowded as usual with its merry, chattering throng. The S.M. cast his kindly eye over the scene, rubbed his delicately manicured hands together (this signified his contentedness), and disappeared into the office.
Jim Manley, the personification of a 100% efficiency shunter, could be seen uncoupling the second and third carriages. Working frantically, he drew up the gangway and made his way through cars 1 and 2, shouting to the amazed and irate passengers: “This car comes off here!”
“The Shunter roared at the Driver.”
The surprised occupants of two packed carriages were thereupon transferred on to the platform, their luggage being unceremoniously deposited alongside them.
This unpleasant task completed, Shunter Manley whistled, raised his arm, and the big engine, a horse-box and two cars moved forward, the latter to be shunted to siding No. 2.
Brakes were applied, the carriages uncoupled; and the thirsty engine, with the Ug attached, continued on its way to the northern tank.
All this time, Gordon Benton, second year Cadet, was an interested spectator from the door of the parcels office.
Having had its fill, the Iron Horse was brought back on to the main line. Hose pipes and chains were connected, and shunter Manley, 100% efficiency, stood by.
It was a very indignant deputation which waited upon Stationmaster P. G. Telford, demanding seating accommodation. And then the bubble burst! Wee Gordon Benton's instinct was commendable. His sixth sense had generously given him an idea that all was Not well.
The S.M. spoke to the porter. The porter bawled at the shunter. The shunter roared at the driver. And then things began to happen. Cars 1 and 2 were speedily set back on to No. 612, fuming passengers regained their seats, the bell was rung, right of way given, the engine whistled, and train No. 612 plunged forward to continue its interrupted journey—nine minutes behind schedule time—and the girls in the refreshment room giggled.
For ten minutes the station was combed thoroughly. At last Cadet Gordon Benton was discovered emerging from the goods shed. He had sought sanctuary there until the crowd had dispersed. He knew that something had gone wrong; but just what it was he did not know.
It was a very dejected youth who answered the rapid questions of the S.M. “Who had given him the order for ‘two off behind one on the Mail’?”
Of course, the unfortunate occurrence had to be reported. Was not a fast express delayed nine minutes? And under the Scotland Yardlike investigation conducted from the District Traffic Manager's Office, Wellington, the curious facts were brought to light.
Letters passed swiftly between Wellington and Waipukurau, and finally the matter was closed—with unhappy results for the innocently guilty parties concerned.
It so happened that that particular time was the end of the period. Everybody was busy. Passenger bookings were heavy, returns had to be hurried, for the clutching hands of the Chief Accountants's Office were extended. This, to some extent was, perhaps, a slight excuse for the event just recorded.
Tom Morton was hard at it at the booking window, selling his wares and answering the same old questions of the same “dear old souls.”
Jack Deller furiously turned over the parcels return sheets, placing them in final order before being checked.
Keith Bethman patiently instructed Gordon Benton in the art of timber-note checking.
All was quiet, when four bells sounded their signal—two twos in quick succession. Subconciously,
Deller mumbled as was his habit, as he sorted the stations into order, and Gordon Benton was conscious of the words “two behind one” forcing themselves into his preoccupied mind.
Simultaneously, Tom Morton listlessly answered one more of the numerous questions of a traveller, with: “On the Mail.” As a result, the overworked brain of Benton became active. He joined the two remarks together and hastened to give his “instructions” to the shunter, quite innocently adding another word. The words, so altered, were now: “Two off behind one, on the Mail.”
* * *
Various punishments were meted out to the blameless confrères of the light-hearted Cadet, who was exonerated on account of his junior position.
However, it was not long afterwards that a jocular staff farewelled the smiling Cadet, and a kindly S.M. extended his delicately manicured hand to the youth who had by this time become known over the whole section as “the Cadet who shunted the Mail.”
The waitresses in the “room” waved a fond good-bye, as train No. 612, with Cadet Gordon Benton as a passenger, disappeared round a bend, and was lost to view.
Advertising The Dominion's Resources And Attractions.
Portion of the Government Overseas Publicity Board's Display at recent A. and P. Shows.
“A Whitewash Special”
Travelling on the main lines of the Great Western Railway is a mysterious train which figures in no time-table and never stops at stations to pick up passengers.
Its coaches contain not more than a dozen people, and it pauses only now and then between stations.
Recently a Press representative reported having solved the mystery of the train, which is known to officials as the “Whitewash Special.” Its duty is to test the permanent way, and for this runs are made from Paddington to such places as Plymouth and Newport, the engine drawing passenger rolling stock of various kinds fitted with different bogies.
Over each bogie stands an observer, and when he feels the slightest jolt he releases a spot of whitewash on to the track. Various coloured washes are used—red, green, white, blue, and yellow—so that it is known which bogie was most affected and the spot that needs attention.
In the back of the train a machine makes a graph of all jolts.
On the return journey stops are made to examine the line where wash has been dropped, and technical experts take measurements and notes for future repairs which will ensure smoother running.
As mentioned in our June issue, the “Parrot Competition” created a great deal of interest amongst readers of the Magazine, some 600 answers to the query “What Did the Parrot say” being received. The task of reading the many letters had its compensations, as the following examples will show:—
The Parrot Said:
* * *
Travel by Government conveyances for speed and comfort, and vote for
* * *
After a long look at your competition I find that the answer is: “Travel by rail.” I am 10 years old; it is raining hard to-night.
* * *
“I am put in a cage and bumped in a car over rough roads. Put me in a train on the N.Z. Railways and then I will be happy.”
* * *
* * *
“For business, pleasure and health, travel by N.Z. Railways, and be assured of 100% efficiency and safety.”
* * *
“Give me the railways every time for travelling, then I will arrive with all my feathers on.”
* * *
The lady traveller being undecided at Woodville, the parrot said: “Let us go to Gisborne for a holiday as the Railway is connected now with Napier, and the travelling will be comfortable and cheaper.”
He was very old and wise; wiser than many men, that parrot was. He had travelled much, and in his own quiet way had made quite a study of transport. But he was never asked for his opinion on travel, and consequently he kept it to himself, rarely speaking except to ask for a cup of tea, shout “hello!” or politely request that he should be scratched. Now, when he saw the fair lady consulting the reference map, he decided that the time had come to break his long silence and tell the world what he knew.
“It's cheaper by rail,” he shouted, realising that the economic appeal comes first with most people.
Growing bolder at the sound of his own voice he continued: “Avoid pot-holes, flat tyres and dusty roads, and travel by rail.”
He was about to settle down on his perch again when he remembered the narrow escape he once had when travelling on the top of a bus. The bus gave a lurch and over he went, from the top of the bus, cage and all, to finish up at the foot of the hill.
His voice rose to a shrill screech as he announced:
“Safety first; travel by rail.”
* * *
Spidy
The Social Side
The welfare of all employees in the workshops (as part of the reorganisation scheme now nearing completion) is being adequately taken care of.
Just how far any industrial organisation can go in the matter of welfare work depends largely on the employees themselves.
The success of welfare work may be summed up in the motto “What is worth having must be worked for.” If you have to work for a thing it has a real value, and you look after it. Conversely, if you get a thing for nothing — if you don't have to put any personal effort or expense into its acquisition — it neither gets looked after nor is it valued.
Bulldozer At Addington WorkshopsW. P. Hern, photo
Reinforcement plates for brake block backs. 25,000 plates were recently stamped by this machine at the rate of 900 per hour.
So in regard to our welfare work. The Department is going a certain distance, and you—if you would reap the full harvest of benefits and pleasures—must do the rest. I do not think that any of our men who have seen the provisions made by the Department can say that the effort has been poorly done. Your part, if taken enthusiastically, should therefore be very pleasant.
I am anxious to see a success made of this social work, because it means more contentment in the service and it will give you that feeling that in spite of all this life's hardships there are some compensations worth while now.
The social halls built, and being built, are good looking buildings fitted with all modern facilities, including a fine stage. The Hillside social hall buildings especially, have been most favourably commented on. The dining room and kitchen section of the buildings has been arranged so as to permit of their being used as supper rooms after a dance or similar function. The workshops library is housed in another room (with a separate entrance), with the Apprentices’ Instruction Room adjoining it. There is also a smaller room where committee meetings may be held comfortably.
In providing the Hillside buildings with their facilities (which include a caretaker with quarters on the premises) the Department's immediate interest ceases. These premises are available for any social activities of employees, for lectures, meetings, practices,—for any legitimate purpose. The shops committee (with the Workshop Manager as chairman) only have to be consulted so that dates may be properly arranged. In centring the management of the Social Hall in the Shop Committee it is possible for concerted action to be taken when any objective is set out for. For instance—I don't suppose it will be long before the Hillside shops committee will decide to purchase a curtain for the stage. Now, how to get it. The committee would circularise the executive of the Library, Ambulance, Free Ambulance, Orchestra, and Band Committees, the Euchre, Cricket, Football, Hockey and Glee Clubs, and decide on a plan whereby each will raise so much money by entertainment or otherwise to achieve the objective aimed at. Nothing much can be accomplished without funds, and the above is one way to raise them.
Having a good place from which to work, each club, by co-operation with the others, may not only become independent, but it could create funds to further its own objective. An orchestra such as that at Hillside is a great asset to a workshops staff in such matters, rendering as it does invaluable assistance, and at the same time increasing the prestige of the Department.
On Friday, 22nd June, the Hillside Social Hall building was officially opened by His Worship the Mayor of Dunedin (Mr. W. B. Taverner). Being present myself (from eight o'clock until half past one a.m.) I can say, as the country reporter finished off, “a pleasant time was had by all.’ It was an enthusiastic start off—about 600 employees, with their wives, daughters and friends and sweethearts being assembled in the social hall for the opening concert.
Vocal and instrumental talent of a high order was rendered and the Hillside Orchestra made a grand debut.
It played for the dancing and did it finely, receiving the commendation of everybody. They are a fine combination and I have no doubt their services will be in great demand.
After the opening concert a tour of inspection of the different rooms was made, during which time the floor of the Social Hall was cleared for dancing. The hall floor held eight sets of Lancers comfortably and there were nearly one hundred interested spectators around the room.
The chairman (Workshop Manager, Mr. C. J. Graham) and all associated with him in the arrangements are to be congratulated on their efforts. The results of the evening were full of promise for the future of the Hillside workshops staff.
Hillside Workshops Orchestra Which Performed at the Official Opening of the Social Hall.
Left to right: Messrs. H. E. Reid, A. J. Bell, S. B. Barltrop, A. Croy, R. P. Wallace, R. W. Gilliand, A. G. Geddis, and M. West.
Non-Stop Trains.
The inauguration of the daily Flying Scotsman non-stop express runs between London and Edinburgh on the London and North-Eastern Railway was challenged in anticipation by the L.M.S., who stole a march on their Eastern rival by running the Royal Scot non-stop and knocking minutes off the scheduled time without any preliminary advertisement (says the “Glasgow Herald”). The L.N.E. service began on Tuesday by saving 12 minutes on the northward journey and 2 1/2 minutes on the southward. This is understood to be a mere bagatelle to what could be done but for the agreement between the companies, which puts the minimum time between Glasgow (or Edinburgh) and London at 8 1/4 hours. Despite the keen rivalry between the companies, I am assured that there is to be no departure from that agreement, and that any return to the wild racing of 30 years ago is impossible. As a matter of fact, our trains all over seem to have settled down to a comparatively easy stride since then. But who wants to cover the 400 miles between Glasgow and London in less than 8 1/4 hours? Let them fly!
“Hills peep o'er hills, and alps on alps arise.”—Pope
(Photo N.Z. Publicity Dept.)
Peaks of the Southern Alps, South Island. Mount Lindenfelt and Mount Haast.
How prone people are to ask for favours without having any intention of doing anything in return was exemplified at a recent meeting of a branch of the Farmers’ Union (says the “Franklin Times”). One of the members, after explaining at an early stage of the meeting that he never used the railway because he found the 'buses and lorries so convenient, later moved that the Railway Department be requested to carry fodder for dairy farmers free of freight.
A good point was made by Mr. E. Casey, Divisional Superintendent of the North Island, when giving evidence before the Auckland Transport Commission.
Replying to the Commissioners, Mr. Casey said he thought the Railways Department was holding its suburban patronage on the north line very well.
It was suggested to Mr. Casey that some people travelled on the railways because of the cheapness of the workers’ tickets, compared with alternative transport charges.
“I think the chief reason why the worker takes the train is because it is safer,” replied Mr. Casey, amid laughter.
Attached to the Royal Scot, the express locomotive which accomplishes the London to Carlisle run of 299 1/2 miles in 5hr. 38m., is a dynamometer car in which is an instrument that tells the speed, drawbar pull, and the distance run of the train. The speed is calculated to a second. Sixty miles per hour is regarded as a good pace even for an express, but the dynamometer shows that speeds round about seventy miles are frequently attained. Sometimes seventy-five miles is reached, although the train is run strictly to schedule.
The maximum horse-power of the Royal Scot on a normal journey is 1100. One can tell by looking at the instrument which records the horse-power that is being exerted, whether the train is climbing, on the level, or descending. This train, excluding the engine, weighs about 449 1/2 tons, and consists of sixteen coaches. The engine consumes about 11,6331b. of coal and 9600 gallons of water on each journey.
The intimation that the three railway companies at Home have decided to introduce third-class sleeping accommodation on their systems will meet with the unqualified approval of long-distance travellers. The London, Midland and Scottish, the London and North-Eastern, and the Great Western Railways are the three companies which have taken this step, and the important experiment will be watched with interest.
The subject of fares has, of course, still to be decided, but they will be adjusted, no doubt, on the present first-class fare level.
No railwayman will ever forget the name of George Stephenson, the “Father of Railways” (writes our London correspondent). In commemoration of the centenary of the opening of the Stockton and Darlington line in 1825, there has just been presented to the Institution of Mechanical Engineers, by railwaymen in the Argentine, a bronze plaque, intended for erection at the Institution headquarters in London. This plaque, mounted on a large marble slab, contains a likeness of George Stephenson, and a representation of the locomotive “Rocket,” which made history on the Liverpool and Manchester Railway. In unveiling the memorial, the Argentine Ambassador remarked that the plaque was intended to testify the admiration and respect felt by the donors for the man of genius whose steam locomotive so materially changed the conditions of life on our planet. That South America, where railways have virtually changed the whole face of the country, should thus revere the memory of the “Father of Railways” is especially gratifying.
London Letter
(From Our Own Correspondent)
Steel Coaches and Corridor Tenders
Railways have now been serving mankind for more than a century, and in the period which has elapsed since George Stephenson's “Locomotion No. 1” made its triumphant passage over the Stockton and Darlington line wonderful progress has been made in every branch of the industry. Notwithstanding this progress, there still remains a wide field for developing and improving upon all forms of equipment and selling methods. That the Home railways are fully aware of their responsibilities in this regard is proved by two recent innovations which promise to prove far-reaching in the extreme. These are respectively the introduction of enamelled steel passenger coaches and vestibuled corridor tenders on express passenger locomotives.
In the adaptation of new materials for passenger carriage construction British builders have shown much ingenuity. Now comes an interesting move on the part of the London, Midland and Scottish line, taking the form of the utilisation of enamelled steel for passenger carriage bodies. As an experiment the L.M. and S. Company have acquired some fifty passenger luggage vans, 50 feet in length, with bodies of vitreous enamelled steel. By utilising this material, a great deal of time normally occupied in painting of carriage bodies will be saved, and there will be no necessity for returning the coaches to the shops for repainting at periodical intervals.
The exterior enamelling of the new coaches is carried out in the standard colours of the L.M. and S. Railway, and includes lettering and numbering. No paint whatever is employed above the underframe, except around the door margins and gangways. For the sides and ends of carriages 14-gauge plates are employed, and 16-gauge plates for the roofs. The underframe is built of rolled steel channels, joists and angles riveted together, the headstocks being reinforced behind buffers to withstand severe buffer shocks. The carriages all are mounted on four-wheeled bogies of British standard pattern, and the body framing is constructed of pressed vertical members and rolled steel longitudinal members, with four steel diaphragm plates suitably spaced to strengthen the roof. An entirely new era in passenger carriage construction is inaugurated by the utilisation of the enamelling process, and it is claimed that the colours will be absolutely permanent, and that there will be no necessity for repainting and revarnishing as in the case of ordinary paint.
Exceptionally long non-stop runs, included in the Anglo-Scottish services of the L. and N. E. and L.M. and S. lines, have previously been referred to in these letters as a feature of British summer passenger train operation. By the utilisation of a special vestibuled corridor tender, the L. and N.E. line now are introducing a non-stop run of 392 miles daily in each direction between King's Cross Station, London, and Edinburgh. The new tenders are 25ft. 10in. long, and are carried on eight wheels of 4ft. 2in. diameter. They are attached to the famous “Pacific” type locomotives which perform such wonderful work in the “Flying Scotsman” services. The corridor extends down one side of the tender, and is 5ft. in height and 18in. wide. At the rear of the tender there is provided an automatic coupling and Pullman vestibule of similar type to those employed in corridor carriage construction.
The idea underlying the utilisation of this special tender is to enable the engine crew to be changed while travelling at speed, and this exchange of driver and fireman will be effected after the train has travelled for a distance of approximately 200 miles—roughly halfway between London and Edinburgh. The relieving crew will pass from the leading coach of the train to the footplate through the special corridor in the tender, and having taken over, the original crew will pass back from the footplate to the leading coach and rest in comfort until arrival at destination. The effect of this working will be to give a non-stop run of 392 miles, this ranking as the longest non-stop railway run in the world. That other railways will speedily follow the lead set by the King's Cross authorities appears certain, and the L. and N.E. line—and more especially its mechanical experts at Doncaster—are to be congratulated upon their enterprise in bringing out the first vestibuled corridor tender ever known in railway history.
A great deal is being done by railways the world over to retain passenger business which threatens to pass to the road route in these days of motor development. Any move which tends to make railway travel simpler, speedier
The new plan operates on the East Coast trains working between London and Edinburgh. Passengers desiring to reserve accommodation are shown a plan of the carriages and seating accommodation of the train by which they propose to travel, and are able to select any particular seat which may appeal to them. Each carriage is identified by a letter, which is displayed prominently on the carriage exterior, and the seats within each carry a distinctive number. The ticket handed to the passenger shows the carriage letter and seat number, and on the platform a uniformed official is stationed wearing a special cap bearing the legend “Reserved Seats,” and carrying a plan of the train with the seats actually reserved, crossed out. Passengers who have reserved their seats can readily identify them by the use of the carriage letter and seat number, but this official is there to assist them if required, and he is also in a position to indicate to passengers who have not reserved their accommodation whether or not there is accommodation available for them in any particular carriage.
Vestibuled corridor tender specially constructed to enable the change of engine crews (whilst travelling at speed) for long non-stop runs.
Colour light signalling now has become firmly established on many of the world's most progressive railways. In New Zealand good work has been accomplished in installing the three-aspect colour light signalling system, and in Europe and America real progress is to be recorded in the employment of colour lights. On the Home railways colour-light signalling has been developed to the greatest degree in connection with suburban electric traction, and in this field the Southern and Metropolitan lines head the bill. A notable instance of its employment with steam working is found at the York Road Terminus, Belfast, of the Irish section of the L.M. and S. Railway. In this instance the installation includes route indications given by colour-light shunting signals, and white lights are employed as well as green and red signals.
Outside Britain, America has done the most striking work in connection with colour-light signalling. There progress has been rapid in the extreme, and something like 8,000 route miles now are so equipped. One factor which has favoured the employment of colour-lighting in the United States is the freedom from interference by this type of signal during severe snowstorms. On the Great Northern Railway of U.S.A.—which serves territory largely snow-bound for several months of the year—more than 1,100 route miles are equipped with colour-light signals, and every American signal engineer reports enthusiastically regarding the merits of this form of equipment.
No portion of Europe has in recent times enjoyed such systematic railway development as Northern Italy, where the recent completion of the Nice-Coni railway, connecting the French Riviera with Piedmont, Lombardy and Central Europe, has given a fresh stimulus to Italian trade and agriculture.
The Nice-Coni line was one of the important works included in the rehabilitation plan of Signor Mussolini immediately after the close of the Great War. First place in this plan was given a new direct main-line connecting Naples with Milan, 520 miles distant, with a branch leading from Bologna towards Venice. This work is proceeding rapidly, and included in the construction is the piercing of the Apennine Mountains with a tunnel more than eleven miles in length. It is estimated that the tunnel section will be completed by 1930, and as the first
The Naples-Rome direct railway has a total length of 135 miles, and is remarkable for its freedom from severe curves. Tunnels total a length of about 21 miles, with a 4 3/4 mile tunnel through Mount Orso. There are no level crossing whatever on the route, which is stone ballasted, with 39ft. rails weighing 87 1/2lb. per yard laid on wooden sleepers spaced 2ft. 6in. apart. It is the intention to electrify the whole of the line between Naples and Rome, and already coversion has been completed in the section between Naples and Villa Literno. The new direct route between Naples and the Italian capital reduces the railway distance between the two points by twenty miles, and has enabled a speedier service to be introduced.
Selling rail transportation is quite as much of an art as disposing, say, of a bar of soap or a patent washing machine. The railway advertising expert must to-day work on essentially commercial lines, and there is a big opportunity within the railway service for young men equipped with the selling sense.
A thought-provoking paper on railway salesmanship and advertising was recently read before the Railway Students Association of the London School of Economics, by Mr. W. M. Teasdale, assistant general manager of the L.
Lucerne-Milan Express on the Italian Border.
Any form of railway advertising must to-day be on the most intelligent lines. A carelessly planned newspaper or poster announcement is just as useless and harmful as a traffic producer as a carelessly attired and slovenly human canvasser. The live advertiser is constantly varying his publicity plan, but he should not allow himself, as Mr. Teasdale pointed out, to be carried away by erratic and fantastic advertising “brain waves.” The man who said that the advantage of railway advertising could not be proved was out of date. If an advertising man, having been given power to demand the necessary figures from the direct selling departments, could not prove that advertising paid, it was surely time that he was removed, but not time the advertising was stopped.
Summer passenger business on almost all the European railways is proving exceptionally heavy. In Scandinavia, in particular, the rush of summer tourists is phenomenal, and in view of the growing rail business in Norway and
Almost all the railways of Norway and Sweden are government owned and operated. The railway system of Scandinavia is unique in including in its make-up the most northerly railway in the world. This line connects the port-of Narvik, in Norway, with the northern-most extremity of Sweden, where it links up with the main line leading to Stockholm, Finland, Russia and the Far East.
Operating difficulties in plenty face the railwayman in Scandinavia. Tremendous snowfalls are experienced each winter, and miles of snow fences have been constructd along the tracks, as well as innumerable sections of heavily timbered snowsheds. Frequent and heavy grades call for exceptionally powerful locomotives, and a high standard of comfort is provided in passenger carriage construction. The day carriages are divided into a number of small and large compartments, connected by a vestibule; a party of travellers journeying together are thus afforded what practically amounts to private drawing-room accommodation without extra charge.
Railways in Ireland have for some time been under a cloud, but by degrees improvements are being effected in every branch of the Irish
A Fast Passenger Locomotive of the Swedish State Railways.
This type of locomotive hauled fast passenger trains on the Stockholm-Gothenburg route. It has now been replaced by electric haulage over the throughout 300 miles run.
In a recent work entitled “A History of Railways in Ireland” (Longmans, Green and Co., Ltd., London, 15 shillings net), Mr. J. C. Conroy gives us a most able review of the Irish railways since the days when the first Act was passed giving birth to the Dublin and Kingstown Railway, in 1831. Many of the Irish railways were anything but prosperous concerns in the olden days, and most were the outcome of local interest and initiative. As recently as 1906 there were some 38 railway companies operating in Erin's Isle, with 230 directors. By degrees these small systems have been swallowed up by the larger lines, and it is only by amalgamations such as these that the Irish railways have been able to carry on with any degree of success. Mr. Conroy's work is worthy of a place in every railway library, throwing as it does much light upon railway promotion, construction, and operation in a land whose transportation affairs do not usually come into the limelight.
The Toll of the Road.
The number of persons killed in road accidents in America during 1927 has been estimated at 26,618 by the American Road Builders’ Association. (This is an increase of 1,316 over the figures for 1926). In addition to those killed, no less than 798,700 were seriously injured.
Leo Fanning
A Cynic has said that all boardinghouses are the same boardinghouse, that all sausages are the same sausage, that all hashes are the same hash, and that all boarders are the same boarder. It is true that history does repeat itself in boardinghouses and in boarders. In a team of eight there is usually one who does his own washing, or some of it, in the bathroom on a Sunday morning; one who puts several strata of vegetables on a gobbet of meat till the prongs are all well buried—and then the face opens cavernously; one (the most experienced) who knows how to juggle twice his fair share from a dish of delicacies; one who goes to every dance within a radius of ten miles; one who brings a crayfish home on Saturday night; one who adorns the walls of his room with photographs of “flappers” and magazine and post-card pictures of actresses and vaudeville “stars”; one who bores everybody before and after meals; and one who has travelled the world.
Gannets on White Island, N.Z.
“The gannets strut about, on the island, look without fear at the visitors, and settle down again in their nests.
Always a boarder has a hope of an ideal house, with perfect boarders. He moves on and on in the quest, and finishes, as a rule, in a home of his own, with a masterful wife.
The two boarders, Mr. Charles Chortle and Mr. John Gadget, of this story, were fortunate far above the average. They had found a place with this delightful limitation, “no other boarders.” Their landlady, Mrs. Hashton, who was not absolutely dependent on this business, believed rather in quality than in quantity. Her motto was: Comfortable rooms and a good table at a worth-while tariff.
Chortle and Gadget had been friends for many years. Chortle was a well-paid officer—over-paid according to his colleagues, and “sweated” according to himself—in the Civil Service, and Gadget was a land agent. They had some tastes in common—particularly on a Saturday night—but they were not alike in temperament. Chortle had the cautious reserve, with an occasional tendency to pessimism, which long years of routine may put into the most buoyant person. Gadget had the customary optimism of his class, the eye which sees level spaces in precipices, orchards in hawthorn hedges, and trout streams in drains. Each had mental reservations regarding the other's intelligence, but they liked each other. They had shared rabbit, shepherd's pie and hash together in many boardinghouses, but they believed that they had now reached the ideal home of lodgers’ dreams. They both scoffed at the notion of marriage; they agreed that they were safely past the impressionable age, and they often congratulated themselves on their escape from the cares and worries of family life.
They were in the midst of such a conversation after dinner one evening, when Mrs. Hashton came into the room. She had a nervous manner. She fidgeted with things on a mantlepiece, and spoke aimlessly about the new moon, and said she wondered whether Christmas would be wet.
Chortle and Gadget looked at each other apprehensively. Each remembered that some months before, when Mrs. Hashton had a notion of abandoning boardinghouses, she had played with knick-knacks, she had referred to the moon and had expressed a fear that Easter would be wet.
The boarders answered at random. They knew that the moon was not much in Mrs. Hashton's mind.
“I was thinking,” she said, after an awkward pause, during which a gollywog clock's career nearly closed, “that I would invite Miss Dora Templeton, the daughter of an old friend, to stay here during the Christmas and New Year holidays—at least, if you gentlemen would not object to her presence in the dining-room and sitting-room occasionally. The young lady is very well educated, and is very interesting.”
Chortle and Gadget were dumbfounded. They looked hopelessly, helplessly, at each other, at Mrs. Hashton, and at the gollywog clock which was still in peril.
After a few seconds, which seemed a few minutes, Chortle spoke slowly. “I hardly know what to say, Mrs. Hashton,” he began. “You see, we are two such confirmed old bachelors. We are poor company for a young lady. Let us think about it.”
Mrs. Hashton withdrew sombrely. When the boarders heard sounds of work in the kitchen, they spoke in low tones of either giving notice or living elsewhere till the prospective intruder departed. However, they knew that mrs. Hashton was independent, and they did not wish to run a risk of losing a very comfortable residence. Finally they compromised on an attitude of injury and cold acceptance of the inevitable.
Chortle dined out next evening. After a solitary meal, Gadget was having a quiet pipe in the sitting-room when Mrs. Hashton came in.
“Has Mr. Chortle said anything special to you about the young lady?” she asked.
“Well, he has said things,” replied Gadget, cautiously, “but nothing personal.”
“He did not say that he knew Miss Templeton very well?”
“No, he did not; he certainly did not.”
“Can you keep a secret?”
The National Game.(Photo F. Cole, N.Z.R.)
The “All-Blacks” photographed in Melbourne, before their departure to South Africa where their progress is now being followed with the greatest interest.
“Land agents can keep secrets very well.”
“Well,” said Mrs. Hashton, solemnly, “you must promise that you will never by any word or action betray my confidence. You must not breathe a word of this conversation. Will you promise?”
“Yes, said Gadget.
“The secret is that Mr. Chortle knows Miss Templeton very well, and is pretending to be displeased.”
“Then he is a remarkably good actor,” declared Gadget, with emphasis.
Next evening, during Gadget's absence, Chortle made a similar remark about his friend. for Mrs. Hashton took an opportunity to convey a similar “confidence.”
From this time the friends had each other under suspicion. Each could see big notes of interrogation in the other's gaze, occasionally. Their manner, with its new suspicion, confirmed each in a belief that the other was hiding something.
“It's the Civil Service that makes a man secretive,” thought Gadget. “A land agency makes a man a double-dealer,” thought Chortle.
Miss Templeton arrived a week before Christmas. She was introduced to the two boarders just before dinner, and made them her humble subjects easily. She had a sunniness, a music of voice, a charm of manner, which dispelled all notions of “strike.” But the men had very little to say. Each was taking every chance to watch the other furtively. Each was alert for evidence of previous acquaintance; each was convinced that he was witnessing some of the world's best acting.
“Nice girl,” said Gadget, when Chortle and he were smoking alone after dinner.
“Not bad,” replied Chortle. “You have to beware of first impressions.”
Gadget smoked reflectively. “Yes,” he thought, “the Civil Service does make a man diabolically cunning.”
The subject was changed abruptly. They talked scrappily about politics and other petty matters. They bored each other, for the mind of each was working at the other's mysterious attitude about the girl.
At every meal, each discovered a new grace in the girl, but neither proclaimed his find to the other. They plotted for opportunities to catch the girl alone. At the outset, Gadget, as the master of his own time to some extent, had the advantage, but Chortle soon proved that the wheels of Government could revolve without him for an hour in the morning or afternoon. Each felt that he had to fight against the handicap
One afternoon, when Gadget had taken Mrs. Hashton and Miss Templeton to tea, he had a chance to whisk the young lady to the seaside. Mrs. Hashton said that she had to do some shopping, and thus left the way clear for the land agent.
By the murmuring waters he artfully brought the conversation around to Chortle.
“You have been friends a long time,” remarked the girl,
“Yes,” said Gadget. “Year in and year out, we have lived very well together. Chortle is a very good chap, but, of course, he is quite a confirmed bachelor. He is the sort of fellow who fancies himself in love every now and then, but it is a ten-minute notion. He is a bachelor out-and-out. Smokes in bed, and likes to be waited on hand and foot. You know the type.”
Miss Templeton replied with a remark about Chortle's position in the Civil Service.
“He has a steady job,” said Gadget, “but you know what steady jobs do to some men. The routine kills ambition. They become dull and stodgy in time. At the best they make respectable suburban burgesses, with a little bit of garden and a pocket-handkerchief lawn, which they mow in white flannel pants, a fancy shirt, and a three-coloured belt, with a patent buckle.”
“But that would not stop a man from being a good husband,” commented Miss Templeton.
“He would be an unromantic husband,” Gadget argued. “He would read the paper at breakfast, and would be faddy about the cooking. Of course, I am not specially referring to Chortle, but to his type.”
Miss Templeton looked suddenly at her watch. “Dear me, we shall be late for dinner,” she exclaimed. “We must catch the next car.”
Gadget wished heartily that watches and cars had never been invented.
Two days later—on Friday—it was Chortle's turn to be philosopher. He had arranged with a mutual friend to telephone urgently for Gadget about the inspection of some remote sections, and then he seized the chance of persuading Miss Templeton to take a stroll on the white, winding roads above Wellington harbour.
Chortle was determined to “draw” the girl on the subject of Gadget. “Here is one of Gadget's signboards,” he said. “It's a pity that a man like Gadget is a land agent.”
The girl seemed surprised. “Why?” she asked.
“That work makes a man too imaginative,” said Chortle. “Besides, it's too uncertain. An agent is up to-day and down to-morrow. A boom inflates him, and a slump bursts him. The wife of a land agent must be fearfully worried sometimes. However, it is extremely unlikely that Gadget will marry. He is a chronic bachelor. Some men are born bachelors; once a bachelor, always a bachelor. In a year or two he will have the customary little round smoking cap, with a tassel, and a very round waist. I'm sure Gadget will run to fat.”
The girl smiled. “How beautiful the bay is to-day,” she said.
Chortle scowled at the blue water. He was unmistakably irritated. “Yes, it's a beautiful bay,” he said; “a blue bay, a red, white and blue bay, and a green bay. It is a bay of bays, the bayest bay I know. It reminds me of a line in a parody of Swinburne; I don't remember it exactly, but it's something like this: ‘O Noon of Naples, I bathe in thine beauty, by thee embayed.’”
A look of fright came into the girl's eyes, and she edged away from Chortle. His mood quickly passed to one of placation, but it was of no avail. The frightened look remained, and it was a sad return for Chortle to the boardinghouse.
By no stratagem could he manage during the next day to steal a moment alone with Miss Templeton, but he had the satisfaction of observing that Gadget's plans were similarly frustrated. Yet soon they felt some sympathy with each other; each apparently had something on his mind, a burden which he wished to lift. At last came confessions.
“I told her,” said Gadget, “that there was a little lunacy in your family. Of course, I took care to explain that it was extremely improbable you would go raving mad, but that you might become eccentric, walk in your sleep, eat peas with a knife, and so on.”
“I could shoot you, Gadget,” said Chortle, “if I had not committed a similar sin. I told her you were subject to fits of melancholia for weeks at a time, and that people like you had gradually lapsed into a harmless imbecility, or had become habitual drunkards. Of course, I explained that you were not at present addicted to drink.”
Chortle's mind flew back to the Sunday. He felt that the girl had regarded his outburst about the bay as a sign of incipient insanity.
“We'll both tell her,” said Chortle, “that in a mood of jealousy we maligned each other.”
“What then?” asked Gadget. “We can't both marry the girl.”
“We'll play the game fairly,” said Chortle, “and let the girl decide.”
Miss Templeton laughed merrily when the truth was given to her about the fabrications.
Then the wooing went on persistently. The two men read books, ancient and modern, on love; they fossicked among friends for helpful hints. In lonely places they practised recitations of sentimental verse and lovelorn gestures. But always the girl managed to indicate that she was not conquered by these arts. Yet sometimes there was a warm light in her eyes on which the wooers built fresh hopes—which were always cast down, and replaced by others.
After lunch on the day when Miss Templeton's visit was due to close, Chortle remarked to Mrs. Hashton (in the absence of the girl) that the young lady was not one who would marry in a hurry.
“I don't know,” said Mrs. Hashton, “that it will be a long engagement. I fancy the arrangements have been made for a wedding at Easter.”
“Wedding?” gasped Chortle. Has Gadget—”
“Oh, no,” said Mrs. Hashton. “Miss Templeton's fiancé is in Auckland. I thought Miss Templeton would have told you as a matter of course. I assumed you must have known from the first day.”
“No ring,” murmured Chortle.
“Miss Templeton is a modern. She does not believe in engagement rings,” replied Mrs. Hashton.
A' smiling group of girls employed at the Railway Head Office in Wellington.
Gadget and Chortle sat up late that night.
“I wish I could tell you something I heard in confidence from Mrs. Hashton,” said Chortle.
“No need,” replied Gadget, with a grin. “I can guess it. We are a pair of ‘mugs.’”
‘Confirmed bachelors, I think,” said Gadget.
“Chronic,” said Chortle.
They shook hands.
“We've lost the girl, but we've restored our characters to each other,” said Gadget.
“That's something,” laughed Chortle. “But I think that in this Land of Laws there should be a statute compelling affianced girls to wear engagement rings. Also, there should be another law abolishing dimples and kiss-curls and soul-enslaving voices, and roguish eyes. You and I shall have to start a Confirmed Bachelors’ Protection Society.”
“Yes,” Gadget agreed, “we need some protection by the paternal Government. Do you think the maintenance of our dignity requires us to move on from this place of delusion and illusion, disenchantment and disappointment in love. I believe that Mrs. Hashton and Miss Templeton conspired to enjoy the fun of stirring up two hard-shelled bachelors.”
“So do I,” said Chortle. “My soul is sore about it. But Mrs. Haston does know how to make and cook fritters, croquettes, rissoles, and other things in all the delightful permutations and combinations dear to men of discernment.”
“She does,” echoed Gadget, heartily.
They stayed.
New Rail Motor
Tower Wagon for Otira
Superstructure Constructed Locally
An interesting type of rail motor vehicle—an illustration of which appears with this article—has just been completed by Hardy Railmotors, Limited, of Slough, Bucks, for service on the New Zealand Government Railways. This vehicle, which is to be used as a tower wagon for the inspection and repair of overhead cables, will be used by the signal and electric branch on the electrified section of the New Zealand Government Railways between Christchurch and Greymouth, and will thus operate through the longest tunnel in the British Empire — the Otira tunnel—which runs beneath the famous Arthur's Pass in the Southern Alps of the South Island of New Zealand. The tunnel itself is about 5 1/4 miles in length, and the line through it is a single one on a gradient of 1 in 33. The shunting yard at Arthur's Pass is 2420 feet above sea level, and snow is fairly constant during the winter months.
(Photo A. P. Godber)
Petrol-electric crane, for New Plymouth, undergoing trials at Petone Workshops.
The superstructure of the vehicle, consisting of a tower and accommodation at each end for the driver, has been designed by the chief mechanical engineer of the railways (Mr. G. S. Lynde), and will be constructed in the New Zealand Government Railway workshops. It will be approximately 15ft long and 8ft wide, and will house the driver, the engine, and repair material for the overhead cable. The gauge of the car is 3ft 6in, and the wheel-base 10ft, and it will be required to operate on a 3 per cent. up-grade with a total load of 9000lb on the chassis and a gross training load of 14,000lb at a speed of 15 miles an hour. All controls are duplicated at each end to allow the vehicle to be operated in both directions with the full trailing load.
The car has a 6-cylinder engine with cylinders 100mm. bore by 140mm. stroke, developing 80 b.h.p. at 2000 r.p.m. The valves are placed on one side and are of large diameter—inlet valve of nickel steel and exhaust valves of stainless steel. The crank-case is of valves of stainless steel. The crank-case is of aluminium, and the capacity of the sump is three gallons. Lubrication is by gear pump through a large strainer to the main and cam-shaft bearings, and through the crank-shaft to the big end bearings, efficient relief valves being fitted to the whole system. Ignition is by high tension magneto, and an electric starter and lighting are also fitted. Efficient cooling is secured by two gilled tube radiators with cast tanks and side brackets mounted one at each end of the vehicle, circulation being carried through the engine and the two radiators in series by a large capacity rotary pump. A fan is also mounted at the engine end.
All gears and shafts run in oil on ball or roller bearings, and are totally enclosed. The gears are of the constant mesh type, engaging by dogs. Four speeds in both directions are provided, namely, 16 m.p.h. at normal engine revolutions
In order to enable the vehicle to be tested under working conditions, special temporary axles of standard (4ft 8 1/2 in) gauge were employed, with the full load on the chassis and a trailing load 1 1/4 tons in excess of what was specified. With this gross load, the vehicle climbed a gradient of 1 in 24 without difficulty at 18 miles per hour with the engine accelerating on the steepest part of the gradient. Moreover, the load was securely held on the gradient by the foot-brake alone.
Without Advertising.
Suppose all advertising were suppressed, what would happen? The cost of living would immediately rise. Unemployment would increase. All newspapers as we know them to-day would cease to exist. The work of Government would be hindered.—Gilbert Russell in “Nuntius.”
The new Rail Motor for use as a tower wagon for the inspection and repair of overhead cables on the electrified Otira section of the N.Z.R.
Support the Railways.
Under the above heading the “Taihape Daily Times” discusses the transport problem from the country district point of view.
“Pirate companies,” states the Times, “base their operations on the dependability of the railways. If any of their vehicles collapse and cause a temporary dislocation of their services, the companies can always escape from their dilemma by utilising the railways. But suppose competition became so ruinous that the railways were obliged to close down, what then? The country districts would be the first to suffer the inevitable disadvantages. Even at this early stage in the development of competitive motor traffic with the railways, the cost of the maintenance of the roads has enormously increased. Most farmers are only too vividly aware of this—their annual payments for rates are sharp reminders. What would happen to the country-side if the whole of the goods now carried by the railways had to be transported by roads, and especially through the central routes of the North Island, must be left to the imagination. New Zealand is many years behind the stage when its roads will be good enough to carry the whole of its passenger and transport traffic; and even when it does reach that stage, the public is bound to feel that it made a great mistake in allowing itself to be lured away too soon from its own dependable system, by the syren voices of the newer vehicles of locomotion.
Since the railways are public property, it is only fair that the public should, within reasonable limits, support and conserve a utility in which they are so vitally and heavily interested.”
Popular Innovation
Night Expresses in South Island
The First Trains
Not since the early days of the Dominion when the opening of a railway service was an event of great moment to the community (because of the fact that, at that period, railways were the only reliable and quick means of transport), has the introduction of a new train created so much interest as did the inauguration of the night express service between Christchurch and Invercargill. It is certainly many years since there has been unanimous expressions of approval from Auckland to Invercargill concerning a proposal to give greater facilities for travelling in the South Island.
Invercargill May Fair.
An interesting railway exhibit. Class D (first class) passenger carriage as run on Southland's first railway.
So, with such favourable circumstances, it is little wonder that on the night of Sunday, June 10th, the first trains from Christchurch to Invercargill, and vice versa, were fully availed of. Another noteworthy fact was the large number of spectators (particularly at Invercargill), who visited the departure stations to witness the beginning of the new service.
The 123 passengers who left Christchurch experienced a train trip totally different from anything they had met with before in the South Island. So complete were the arrangements that there was no loophole left for complaints. Service was the outstanding feature of the journey, the comfort and convenience of the passengers being studied in every respect. This was especially evident in the matter of ticket inspections. The pleasure of travelling at night in the South Island on holiday relief trains has been somewhat marred in the past by the number of requests for “Tickets Please!” Those who went south on the initial trip of the recently inaugurated night express were therefore agreeably surprised to find that such requests were reduced to the lowest minimum. Indeed, the sleeping car passengers (who numbered twelve when the train left Christchurch) were not disturbed once in this connection throughout the journey. After an inspection of tickets on leaving Christchurch the sleeping car passengers were not again troubled until breakfast time on Monday morning—when they were at Dunedin. The other passengers were called on once only during the night to show their tickets—at Oamaru, where they alighted for refreshments.
The train left Christchurch at 10.30 p.m. It was comprised of an Ab engine, five day cars, a van, two sleepers, and two “Z” wagons. Driver T. Marshall and Fireman W. Coates were on the footplate, Guard P. J. Smith being in charge of the train. The departure arrangements were supervised by Mr. H. C. Guiness, Acting-District Traffic Manager, while Mr. W. T. Tregurtha, Outdoor Assistant Traffic Manager went as far as Oamaru as a passenger.
Owing to a mishap to the engine of the north bound train, the passing was not made at Pukeuri Junction, as arranged, but thirty miles further on—at Hampden, at which station the Christchurch train crew handed over to Driver H. Wills, Fireman J. Atkinson, and Guard T. Stewart. Mr. H. L. Gibson, Transport Officer at Dunedin, also joined the train there. During the stay at Oamaru, the Ab locomotive was replaced by a Wab for the run over the hills to Dunedin.
Despite the delay caused through the breakdown of the north-bound engine, Dunedin was reached only a few minutes behind schedule time. It was at that station that one of the prominent features of the service was put into operation—the detachment (which was done very quietly) of the Dunedin sleeper, which was shunted into a dock. Electric radiators were then placed in the car to maintain its warmth, and the passengers were left to rise when they wished.
Out of the dozen passengers on the sleeper, only two had risen when the train continued its journey southwards.
The Invercargill passengers had breakfast at Dunedin, and then, with a total of 57 on board, the train left for Invercargill, the train crew being Driver J. Mee, Fireman W. Strathern, and Guard F. Barltrop, the two former of whom handed over at Milton to Driver W. Blackie and Fireman O. L. Cunningham, who completed the run to Invercargill.
The run to Invercargill was made in excellent time, the train, which was seven minutes late at Gore, pulling into Invercargill exactly as the Post Office chimes struck eleven—twelve and a half hours after leaving Christchurch.
On the initial trip southwards, the sleepers were under the care of Attendants T. C. Taylor, R. J. Richards and E. Cordell, of whom the passengers were unanimous in their praise. They certainly did their best to popularise the train with the travelling public.
On the following Tuesday night the return trip to Christchurch was made, punctuality and concern for the comfort of the passengers being again the outstanding feature.
The first trip south showed that, apart from the through service which the express provides, it also fills other needs. The service enables Ashburton people to visit Christchurch for the theatre and return the same night. Moreover, it is possible for Ashburton people to spend a week-end in the city without losing time from their occupations. South of Dunedin also it was noticed that many used the train for making trips between intermediate stations.
To the commercial travellers of the South Island the new service is a boon, and they were
With the object of having the early railway history of Southland adequately featured in Invercargill's recent May Fair Demonstrations, the local workshops staff entered whole-heartedly into the scheme of restoring one of the early types of trains which ran in Southland. The exhibit (illustrated above) created great interest. It shows a Class A engine (the engine was manned by two veteran drivers), an old L Class wagon and a Class D compartment carriage.
Another traveller (a passenger on the train), who was spoken to in Invercargill, was enthusiastic about the service. He had good reason to be for it had enabled him to accept an expensive order which he would otherwise have had to decline. He was given the order (on a Tuesday morning) on condition that the goods could be landed in Invercargill the following Monday. By sending the order by the Tuesday night's train to his headquarters in Auckland, it was possible for his firm to send the goods south by express post the same day. They would therefore arrive in Invercargill an hour before noon on Monday.
Other instances of how the service was aiding commercial relationships between north and south were given by almost every business man spoken to.
Probably few of the passengers on the first trains north and south realised the vast amount of work that had to be done in order to prepare the service. And it was all done in little under a fortnight. Four sleepers were built at Addington, four ordinary cars being adapted for the purpose. These cars were stripped internally, and the interiors were entirely rebuilt. The cars were divided into two compartments,
The smooth working of the service is due in no small measure to the way in which the above preparations were made. It was noticeable to passengers on the first run of the night expresses, how railwaymen, of all grades, made a special effort to ensure that the service would meet the requirements of travellers, and it did not take a great deal of effort on the part of the latter to realise the whole-hearted co-operation which had made the service possible in so short a time.
“The conditions of conquest are easy; we have but to toil awhile, endure awhile, believe always, and never turn back.”—R. L. Stevenson.
Railway Staff at Balclutha, 1894.
Front row (left to right): Messrs. Lyons (surfaceman), and Rush. Second Row: Messrs. Mickle (fireman), Bray (cadet), Day (S.M.) Megget (cadet), and Stevenson (ganger). Back row: Messrs. Jennings (porter), Bushell (guard), Milroy (driver), Murphy (fireman), Dennison (train-examiner), Townsend (porter), Wingham (driver), and Martin (foreman).
Night Express Service.
Punctually at 11 a.m. yesterday the night express from Christchurch pulled up at the Invercargill station and from it there alighted some 40 passengers well content with their first trip on a night express in the South Island (says the “Southland Times”).
Several local business men were on the train and to the inquiries of a “Times” reporter they expressed complete satisfaction with the service. All spoke in great praise of the courtesy and consideration shown by the attendants. “I think the Department must have picked out the best men for the job. At any rate they could not be improved upon,” was one passenger's comment.
One of those who made use of the luxurious sleeping car on the journey said that he experienced no difficulty in having a good night's rest. The only place he could remember the train stopping at during the night was Oamaru. The rest of the time he was sound asleep. He also was loud in his praise of the attention he had received from the attendant in charge of the sleeping berth.
“As for the driver and fireman, they did wonders to get us here on time despite the interruption,” was his concluding remark.
“Before me rose an avenue … where the sunshine darted through”—Longfellow.
(Photo N.Z. Publicity Dept.)
A Beautiful Road Scene Near Karamea (North of Westport) South Island.
“Securing Confidence of the Public”
Keynote of Present Railway Administration
Keynote of Present Railway Administration
“After the temporary intoxication over the new and luxurious method of transport has passed away, people will admit that the kernel of the whole Dominion transport system is the railway.”
—Mr. H. H. Sterling the Commercial Traveller's and Warehousemen's Association dinner.
In a keynote address delivered at Auckland on 9th June, Mr. H. H. Sterling, General Manager of Railways, said he had endeavoured to compile a comprehensive statement concerning his future policy in the administration of the railways, but all he could think to write about was the necessity of securing the confidence of the public. This was the keynote of the Prime Minister, in the present administration of the railways, and it would certainly be the very foundation of his own.
“I feel that, assisted by you as one section of the community, and by the primary producers as the other, much may be done toward the successful administration of the railways,” Mr. Sterling said, “Alone I can do nothing. My
The Railway Department is now operating about sixty 'buses (mostly in suburban areas) throughout the Dominion. Above is a portion of the fleet (formerly known as Sharp's Safety Service) recently acquired for the Wellington-Hutt Road Motor Service.
“I propose to add to your number by about 15,000, and it will be my endeavour to instil a spirit of business-getting into the railwaymen of this country,” said Mr. Sterling.
“I believe the railwaymen have such a spirit, and I hope to foster it, and so build up a great business-getting institution that will place the railways where the Government and people of the country would wish them to be.”
Mr. Sterling said he was fully sensible of the privilege which had fallen to him in addressing Auckland business men upon his first public appearance as General Manager of the Railways. A great compliment had been paid to him by the Government, and he had accepted the position with a humble spirit, and with desire to do the best he could for the service in which he had already spent many years. “I do not know whether I am adequate to the task,” Mr. Sterling said. “If I am not, I can assure you it will not be for want of trying on my part. There has in the past been much adverse criticism of the Railway Department, and this has proved wholly injurious. However, I believe the people of this country will yet realise the service for which the railways have been responsible in the development of New Zealand. I believe the potentialities of the service are, as yet, unexhausted.”
ByW. C. , M.I.Mech. E., M. Inst. T., Gold Medallist of Institute of Transport, Mechanical Superintendent, South African Railways.)
Bishop
The subject of weathering cannot be gone into without involving the subject of spontaneous combustion.
Owing to market conditions and the crowding of transport facilities the storing of coal has become more and more of a necessity in recent years. Users of coal are compelled to have on hand a reserve supply that will enable them to carry on without interruption in case of truck shortage, or other unforseen circumstances. For this purpose the amount of coal stored will vary, from a few hundred, to several thousand tons.
Most bituminous coal will ignite spontaneously if placed in large heaps. Moreover, it suffers disintegration (more or less) during storing and handling.
At ordinary temperature, the atmosphere oxidation of the coal is going on slowly all the time, and continues with increasing rapidity at higher temperatures until, in many cases, it results in ignition. Any heating of the coal in the stock represents so much heat loss which will not be available for the boiler. Most of the atmosphere oxidation does not produce any sensible heating, but it results, all the same, in an appreciable loss of heat units in the coal.
The changes taking place in stored coal may be divided into two classes: (1) oxidation of pyrite, marcasite and other inorganic constituents; and (2) the direct oxidation of the organic matter of the actual coal. To the change in the inorganic matter most of the visible changes are due. The iron sulphide changes into sulphate of iron and sulphuric acid, and the latter in its turn unites with the calcium and magnesium carbonates, almost invariably present in coal, to form gypsum and magnesium sulphate. All such changes result in a large increase in volume and a marked disintegration of the coal. They will also, in many instances, bring about a considerable increase in the weight of the coal unless removed by the leaching action of water.
“Right Away!”
A daily scene on the N.Z.R.
The conclusion is that stored coal may increase in weight, but that its heating value decreases most rapidly during the first week after mining, and continues to decrease more and more slowly for an indefinite time. The losses due to disingration of the coal and to spontaneous ignition are of greater importance than any change of weight or heating value. The larger the size of coal stored the less liable is it to fire spontaneously.
Storage of coal under water will prevent disintegration of the coal to a very large extent, and will absolutely prevent spontaneous ignition. Apart, however, from the advantage mentioned of storing coal under water, there seems to be little in favour of any particular method of storing coal.
I do not know of any case during the last 27 years on the South African Railways where we have had a case of any of our stored coal firing, although some time ago there was a pretty bad case of firing on the Cornelia Mines at Viljoen's Drift. The firing was due possibly to spontaneous combustion of the fine coal dust in the mine chambers.
1. The combustible matter in coal consists chiefly of carbon, but also of hydrocarbon and
2. When coal burns the carbon and other combustible parts join into the oxygen in the air, and are said to burn.
3. The oxygen used in the firebox is admitted through the firehole door, the damper doors, and the firebars, being drawn in by the blast.
4. When carbon burns completely a gas called carbon dioxide (or carbonic acid gas) is formed. It consists of 32 parts by weight of oxygen, and 12 parts by weight of carbon.
5. When the carbon is not completely consumed another gas is formed called carbon monoxide, which consists of 12 parts by weight of carbon, joined to 16 parts by weight of oxygen.
(If a further supply of oxygen is available the carbon monoxide will burn into a blue flame and form carbon dioxide. If oxygen in sufficient quantities is not available, the carbon monoxide will escape up the chimney and a great deal of the heat will be lost necessitating the burning of more coal to produce the same amount of steam.)
6. The amount of air required to complete the combustion of 11b. of coal (assuming it to be pure carbon) is 12lbs. by weight. This, at ordinary temperature, has a volume of 156 cubic feet—leaving the firebox at a high temperature its volume is increased to 500 cubic feet.
Installed at the New Workshops in the Hutt Valley, Wellington(Photo by A. P. Godber)
Top: Modern Loudon Planing Machine. The machine is electrically controlled, and its return speed is very high. Bottom: 36 in. Bullard Vertical Turret Lathes. A feature of these machines is that both turning and boring can be done in one operation.
7. It is not correct to regard coal as wholly combustible matter. All coal contains some incombustible matter, which falls into the ashpan as ashes, is carried as dust into the smokebox, or remains in the firebox as clinker.
8. Too much air must not be admitted into the firebox. Air above what is required for combustion of the coal is heated up as it travels to the chimney, and carries away with it heat that could be used to make steam. This means that a certain amount of heat is given out by every pound of coal, and if part of this is used for warming up a quantity of air (which passes away hot), this portion must be lost, and, in addition, this needless air, increasing as it does the quantity of gases which are heated up, causes the temperature of the flame to be lower than it otherwise would be, Loss of heat, and therefore of coal, results because the hotter the gases the more freely they part with some of this heat to the water—providing, of course, they are not allowed to escape into the atmosphere at too high a temperature. The escape of the gases in this way is caused by the admission of too much air.
An insufficient supply of air affects the working of the boiler, for in the first place, there is a tendency for the fire to smoke (owing to particles of carbon not coming into contact, especially when hot, with the oxygen necessary for their combustion), then there is a great danger of the carbon being burnt only to carbon monoxide and being allowed to escape in that state up the chimney. Moreover, some of the hydrocarbons may also pass up the chimney in an unburnt state.
The admission of the correct quantity of air into the firebox may be determined thus:—If an additional supply of air be admitted into the firebox when carbon monoxide, hydrocarbons and smoke are escaping up the chimney, the smoke will be the last to be consumed. When, therefore, the last traces of smoke have disappeared it is fair to assume that combustion is as near right as possible. The ideal state of the fire is that in which no smoke is given off.
(To be concluded.)
“Switch-Back ”
“Now there is nothing gives a man such spirits,
Leavening his blood as cayenne doth a curry,
As going at full speed.”—Byron.
A Hundred years ago the science of transportation was only at the “cock crowing and the morning star”—to use Carlyle's phrase. The railway had not been developed beyond the experimental stage, the internal combustion engine that to-day is propelling tens of millions of vehicles which swish over the earth “like birds on their migrations,” was little more than a dream of the prophets, whilst “White Wings” (which frequently refused to flutter), supplied the one means—apart from the energy of human muscles—of crossing the great oceans. What a difference is presented by the world in which we live in this twentieth century! By developing as we have the transportation and inter-communication which Kipling describes as “civilisation,” we have conquered the earth and in doing so have written one of the most momentous chapters in the record of man's deeds.
But it is interesting, and for the pessimists amongst us, no less profitable, to hark back to the days when our forefathers travelled by stage coach, and contrast the manifold advantages—the Sybaritic amentities of modern transport by rail and car and liner—with conditions then existing.
A reference to travel in the “good” old days, no less pungent than it is humorous, met the writer's eye when, a few days since, he chanced to be glancing over the pages of that exceedingly fascinating old volume, “William Hone's Year Book,” for 1827. The conditions inside a stage coach a hundred years ago were described as follows:—
“Crammed full of passengers—three fat, fusty, old men—a young mother and sick child—a cross old maid—a poll-parrot—a bag of red herrings—a double-barreled gun (which you are afraid is loaded)—and a snarling lapdog, in addition to yourself awaking out of a sound nap, with a cramp in one leg and the other in a lady's band-box—play the damage (four or five shillings) for ‘gallantry's sake’—getting out in the dark at the half-way house, in the hurry stepping into the return coach, and finding yourself the next morning at the very spot you had started from the evening before—not a breath of fresh air—asthmatic old man—and child with the measles—windows closed in consequence—pay the coachman and drop a piece of gold in the straw—not to be found—fell through a crevice—coachman says ‘he'll find it’—can't—get out yourself—gone—picked up by the 'ostler—no time for ‘blowing-up’—coach off for the next stage—lose your money—get in—lose your seat—stuck in the middle—get laughed at—lose your temper—turn sulky, and turned over in a horse-pond.”
Conditions outside the coach were scarcely better—listen!:—
“Your eye cut out by the lash of a clumsy coachman's whip—hat blown off, into a pond, by a sudden gust of wind—seated between two apprehended murderers, and a noted sheep-stealer in irons (all of whom are being conveyed to gaol)—a drunken fellow, half asleep, falls off the coach, and, in attempting to save himself, drags you along with him into the mud—musical guard and driver ‘horn mad’—turned over—one leg under a bale of cotton, the other under the coach—hands in pockets—head in a hamper of wine—lots of broken arms and broken heads—send for a surgeon—wounds dressed—lotion and lint—take post-chaise—get home—lay down, and laid up.”
The thrills both inside and outside are summed up thus:—
“Drunken coachman — horse sprawling—wheel off—pole breaking—down hill—axle-tree splitting—coach overturning—winter and buried in the snow—one eye poked out with an umbrella, the other cut open by the broken window—reins breaking—hurried at meals—imposition of innkeepers—five minutes and a half to swallow three and sixpennyworth of vile meat—waiter a rogue—frozen to death—internal grumblings and outward complaints—no redress—walk forward while the horses are changing—take the wrong turning—lose yourself and lose the coach—good-bye to portmanteau—curse your ill-luck—wander about in the dark and find the inn at last—get upon the next coach going the same road—stop at next inn—brandy and water, hot, to keep you in spirits—warm fire—pleasant company—heard the guard cry ‘all right?’—run out, just in time to sing out ‘I'm left,’ as the coach turns the corner—after it ‘full tear’—come up with it—get up all in a ‘blowze’—catch cold—sore throat—inflammation—doctor—warm bath—fever—die.”
Allowing for an element of exaggeration in the above account, it is, nevertheless, a vivid statement of some of the travel disabilities existing a short century ago.
Where the Sun Sets and the Ratas Bloom.
“Across the hills, and far away
Beyond their utmost purple rim…. .”
—Tennyson.
The last coach run between Arthur's Pass and Otira before the opening of the Otira Tunnel which established through rail connection between the East and West Coast of the South Island.
James Cowan
(Continued.)
It [the Sacred Taupiri Mountain] is a maunga-hikonga-uira, a lightning peak of omen. If lightning were seen flashing downward immediately above the mountain, the spectacle was taken to portend the death of some notable man or woman of the tribe, or some other impending misfortune. Another peak of lightning omen is Pirongia Mountain. Thunder-storms and earth-quakes were phenomena of dread portent, and the rolling of thunder along the ranges and the quivering of the earth were supposed to accompany the deaths of high chiefs. This belief was embodied in a grand dirge we heard here at Taupiri in 1894, when three thouand Maoris gathered for the great tangihanga, or funeral ceremonies, over King Tawhiao, the son of Potatau, the first Maori King. This was the last of the great ceremonies of this kind carried out with all the ancient forms and observations. I made this translation of the death-song chanted by a thousand voices as the King's body was borne to the marae, or meeting-place, to the accompaniment of a great war-dance and volleys of rifle-fire and the explosion of dynamite charges like minute-guns on the summit of the burial-hill:—
An Old-Time King Country Village.
Te Kumi, on the Manga-o-Kewa River, near Te Kuiti. (From a picture in 1883).
The thrilling refrain of each verse, “Aué, aué, aué! Te mamae i au!” was chanted with a heart-piercing intensity of feeling, and the great chorus rang far across the river.
“Taniwha (literally water-monster or dragon) in this chant means a high chief; “Waikato-taniwha-rau,” or “Waikato of a hundred dragons,” a favourite proverbial expression for the river and the tribe, refers to the many powerful warrior chiefs of the clan.
Recollections of those classic ceremonials on the old camping-ground between Taupiri Station and the river bring up poetic memories, too, of this sacred plain of Tangirau, the Place of Many Wailings, at the mountain's foot. An ancient lament preserves the name:—
Memories, also, of the grand canoeing days. Happily the long dug-out canoe that fits in so well with these riverscapes is still numerous in Waikato's waters. I remember seeing fully fifty canoes of all kinds and sizes moored in the back-water of the Managawhara, which wanders into the Waikato at Taupiri, and alongside the bank in the main stream. This was at the great “wake” over King Tawhiao's body. Canoes 60ft. or 70ft. long, with a beam amidships of 4ft. or 5ft., are still to be seen here. Away down the river at Waahi lies the historic
What pictures there must have been in the days when scores of war-canoes came sweeping along this great curve of waterway, the captains chants ringing like battle songs as the dripping blades flashed in the sun and dipped and flashed again! Sometimes when a number of the larger canoes are manned for races at the great annual holiday at Ngaruawahia, we may endeavour to recapture some idea of the perfect frenzy of old time that possessed the rival crews in a real war-canoe contest.
The shining river is still a line of demarcation, to a certain extent, between pakeha and Maori. Our train passes the military camp-ground at Hopu-hopu, the chief training place for the Territorials of the Auckland district. This is a permanent camp on a large scale, with an adequate area of land for manoeuvres and gunnery. On the opposite side of the smooth Waikato, polished as glass under this summer sun, are Maori cultivations, and we see now and again a brightly-garbed woman weeding her kumara-patch, now and again a single figure in the stern of a little kopapa plying a leisurely hoé, the broad-bladed paddle, making across-stream or up for the town and shops at Ngaruawahia.
The Southern King Country and the Central Plateau.
(The most rugged and most beautiful section of the Main Trunk line is here mapped.)
Now we go with a long whistle across the deep blue-green Waikato where it flows in swiftly from the left. On our right a bright green tongue of land, shaded with tall old English trees, and beyond the tongue-tip another river, a slower, darker, stream, gliding silently in to the main river. Just over that river, up climb the sudden ranges, blue and wooded in the distance; bush to the skyline. This waters-meet is Ngaruawahia, the delta and heart of Waikato.
The dark, slow river is the Waipa, one time a gunboat waterway like the Waikato, now a channel of navigation for power - launches, timber-craft, flax-carriers—a handy river road through a well-settled countryside where the dairy cow is queen. This is the land of fact cattle and sheep and butter-fat. The greatest dairy company in the world operates here and throughout the Waikato; its turnover runs into several millions a year.
The junction here once reminded Bishop Selwyn of the confluence of the Rhone with the Saone at Lyons—“the quiet Soane,” he wrote, “answering to the Walpa, the Rhone to the Waikato.” And, as if Waipa's sedative current had steadied down its big brother for good, the Waikato from here to the sea is a pattern of smooth, easy courteous deportment to all who embark on its waters. The fume and fury of its far-away upper waters is as a tale that has long ago been told and the pages closed.
The sound of the bugle and all the martial turmoil of a great camp livened Ngaruawahia back in the “sixties,” after the patriot Kingites had fallen back from this their thatched-whare
The name Ngaruawahia is often misinterpreted. It does not mean “Meeting of the Waters”; which is rather a pity, because a Maori translation of such a term would fit it exactly. It means “The food-stores broken open,” a name which holds a tradition bearing upon the Maori custom of placing the housed-over pits of kumara (sweet potatoes) at the disposal of the guests on occasion of ceremonial visits.
Big Engineering on the Main Trunk Line.
The picture shows the construction of the Makatote Viaduct—860 feet in length, and 260 feet above the stream.
Now we are fairly on the mid-Waikato plain, the most favoured land of mixed-farming enterprise, famed in the markets alike for its fat stock and its dairy produce. Ngaruawhaia is at the apex of a great triangle, the base of which extends from the ranges of Maungatautari, faint blue in the distance yonder to the south-east, away westward to Mount Pirongia and the Upper Valley of the Waipa.
The provincial metropolis of this wealthy well-settled territory is Hamilton, built on both sides of the Waikato, where the river comes down in dark, strong volume between high banks clothed from waterline to top in foliage and flowers, or terraced in green lawns and park spaces. The Main Trunk lines does not pass through Hamilton itself, but through Frankton Junction (85 miles), a mile from the heart of the town and from the river, where the branch line to the Thames Valley and Rotorua crosses the river by a lofty bridge. Hamilton is worth a stop-over on the train journey for the sake of seeing the most beautifully placed large inland town in the Dominion. It is a town of many garden graces as well as of big business. Beautiful homes stand among their groves and flowers on the sometimes cliff-like banks and the terraces above the noble river, sweeping down with the smooth unruffled face that disguises a power irresistible.
Like every other town in the central Waikato country, it is an old military settlement, dating back to 1864. Each township from here to Kihikihi and Cambridge, on the old frontier-line grew up around a central redoubt, a rallying-place in case of alarm. There were frequent alarms and threatened raids in the more southern townships such as Alexandra (now Pirongia) and Kihikihi, and some of the settlers’ families took refuge in the redoubts until the state of tension was over.
The forces which first settled Hamilton and other districts in the great area of land confiscated from the defeated Maoris consisted of three regiments of military settlers recruited in New Zealand and Australia and called the Waikato Militia. Each man was allocated a free section of farming land and a town section. Privates were given 50 acres of rural land and a town acre, and other ranks in proportion; captains received 300 acres and field officers 400 acres. It was the Fourth Regiment of Waikato Militia that founded Hamilton. The place was originally a Maori village called Kirikiriroa,
The first company of the settlers who established a permanent garrison here numbered 118 men of the Fourth, under Captain William Steele. They landed here from the colonial gunboat “Rangiriri” on 24th August, 1864. The first camp was on the eastern bank of the Waikato, near where the eastern end of the present traffic bridge is. The other regiments allotted Waikato land were the Second, who were settled at Alexandra, on the Waipa River, and at Kihikihi; the Third, who founded the town of Cambridge. The First were sent to Tauranga. Jackson's and Von Tempsky's Forest Rangers were also given land in the Waipa country. In all, the Government introduced about three thousand military settlers and their families into this conquered Waikato-Waipa region, and that was the nucleus of civilisation in the rich, well-tended, and beautiful Central Waikato country of to-day. The town that grew up on both sides of the river was named in memory of Captain Hamilton, of H.M.S. “Esk,” who was killed in the assault of the Gate Pa, Tauranga, on the 29th April, 1864.
Striking due southward now, the rails cross the long levels of the Rukuhia (literally, “Diving”),
A Canoe Parade on the Waikato River at Ngaruawahia.
General Cameron's campaigning grounds of 1864 are traversed again as we approach Te Awamutu (100 miles). A little way to our right (west), when we pass the shallow Lake Ngaroto, is the site of the greatest system of entrenchments constructed by the Maoris in the wars. This is Paterangi, on a commanding hill, now closely farmed, about midway between our rail-line and the Waipa River. The defence lines were so strong and so skilfully constructed that Cameron's force was baffled for several weeks.
(To be continued.)
(ByJ. McDonald , Eastown).
A. Anderson
The birth of mechanical transport dates back to the beginning of the nineteenth century. The railway (although its inventor is unknown), is much older than the steam locomotive. As in the case of the wheel, the idea of the railway may have had its genesis in many minds.
We know that during the time of Cromwell a wooden line (running from the collieries to the river Tyne, in New Castle) was in existence. [The Collieries as a matter of fact hold the honour of bringing our railways and locomotives into being]. Wooden tracks, however, were not generally substituted for stone ones until 1789.
Another advance dates from the time when Jessop cast wagon wheels with flanged tyres to enable them to run on raised-edged rails. Further steps in the development of the railway were made by Outram (to whom we owe the name tram), in 1800. As a result of the labours of this early pioneer, tram lines sprang up all over the North of England. It seems strange, however, that no one thought of employing the tram car as a substitute for the stage-coach until after the introduction of the locomotive.
The above model locomotive was built by Mr. L. S. Murray, of Wellington, and is to be shown at the coming Winter Show in the Capital City. The model is 6ft. long, 15in. high, the bore of cylinders is 1 1/2in., stroke 2in, and working pressure 901bs. It is also fitted with Walschaert valve gear.
In 1801 the Survey Railway was opened at Croydon. The line proved a great success because the smooth rails enabled the horses to haul twice the load hauled hitherto. This was the condition of rail transport (except for a few stationary haulage engines at some of the larger collieries), at the time the locomotive made it appearance.
The first steam propelled carriage was constructed by Nicholas Cugnot, a Lorraine soldier and mechanic. This carriage was tried out in 1769. It carried four passengers and travelled at 2 1/4 miles per hour.
Cugnot tried another machine in 1770, but after a few runs his model came into contact with a street corner and the unfortunate Frenchman was locked up, carriage and all. He was given his freedom later and granted a pension by the French Government. (One of his early engines is still to be seen in Paris.)
Although James Watt patented a locomotive in 1784, the first steam propelled carriage to be constructed in Britain was by William Murdoch (a Scotsman), at Redruth, Cornwall, in 1781. (Murdoch may be more familiarly known in connection with his experiments with coal gas for illuminating purposes.) He was “a lad o’ pairts” and a mechanical genius. Had it not been for the influence of his brother Scot, Watt, Murdoch would have had a larger share in the initial stages of the locomotive. Murdoch built his locomotive whilst acting as assistant to Boulton and Watt at Birmingham. Watt took a great dislike to self-propelled carriages and no doubt through his influence Murdoch turned his mind to other branches of engineering. Murdoch's locomotive was a small
Amongst those who saw Murdoch's engine was Richard Trevithick, a pupil of the Scotsman. In 1802 Trevithick patented an engine of a similar design.
The evolution of the locomotive proper started when it found itself on wheels to which the energy of steam could be imparted to make them revolve.
In 1804 Trevithick put the locomotive on rails. The engine in question (of his own design), was all cogwheels on one side and a flywheel on the other. It was adapted to run on smooth rails, depending on its own weight to get the “grip” of the rails as in modern practice. Blenkinsop, in 1811, made a more powerful machine, the wheels of which, however, were cogged, and united with a rack rail to propel the machine along.
(To be continued.)
Opening of Railway to Roxburgh.
The Hon. F. J. Rolleston addressing the gathering. (The Hon. Sir James Allen, M.L.C., is seen sitting on the extreme right of the speaker)
Written Eighty Years Ago.
The following lines, written in 1849, were inscribed to the “Steam Engine Society,” of Bolton (England), and although not remarkable as verse, give quite a vivid impression of the power of the steam locomotive to grip the imagination in those early days:—
(ByWinton Keay )
In spite of New Zealand's tender youth there is forming, with perceptible rapidity, a literature characteristic of its domestic life and containing the ideals of those whom the Hon. W. Pember Reeves has described as “The New Race.” A nation's literature is the reflection of its soul, and it augurs well for the future that even at this stage we can survey with pride the writings of the sons and daughters of Maoriland.
England has its Dickens; France its Zola; Russia, its Techov; America its O. Henry, and we now look to a writer of outstanding merit to place New Zealand's name indelibly upon the literary honours’ board. Strange though it may seem, it is indeed a fact that the greatest strides in novel writing in this country have been made by women. Miss Rosemary Rees has gained a wide reputation as an authoress, and her last novel is said to be her greatest work. Its title is “Wild, Wild Heart,” and it is at present appearing in serial form in Australia. The story deals with station life in New Zealand, and is staged near the small township of Omoana. Miss Rees is a lady so gifted that she might well be expected some day to write a book of such calibre as will set the tongues and pens of the critics throughout the world busy with approval and praise. Another of the fair sex to make her way in literature is Miss Edith Howes, of Christchurch, whose “Cradle Ship” gained more favourable notice abroad than has been the good fortune to befall any other New Zealand novelist. Miss Howes’ next attempt, “The Enchanted Road,” in no way detracted from her well-won reputation. One of our best-known writers, Miss K. Mansfield, died before her undoubted talents had fully matured. Had she only been spared there is not the slightest doubt she would have enhanced the world-wide reputation she so early gained as a brilliant writer.
The Thames express leaving Auckland (approaching the Parnell bridge).
Our verse writers, too, are many and worthy. That they compare more than favourably with the bards of other English-speaking countries will be admitted readily by those who are familiar with this department of English literature. It is not claiming too much for our New Zealand poets to say that relatively more of their verse is worthy of preservation than of that of any other English-speaking country.
What Sir John Foster Fraser has not written about the countries of the world is not worth knowing, and, similarly, what Mr. James Cowan has not written about our own country we need not bother our heads over. A man of wonderful industry, wide knowledge and ready pen, he has specialised in dealing with the natives and their lore, rather than the lighter side of literature. In the short stories he has written, some old superstition of the Maori invariably forms the basis of the plot. As time goes on Mr. Cowan's books will be still more sought after. They will prove fountains of information to the youth of to-morrow when they come to study the history and conditions of yesterday. “Travel in New Zealand,” by this author, forms two volumes, touching upon every phase of the tourist attractions of the Dominion which have come as a boon to overseas travellers and to those of us who believe in the slogan “See New Zealand First.”
The setting down in print of the results of his studies of the Maori, ancient and modern, has been the life work of Mr. Elsdon Best, a gentleman who does not believe in guesswork, but insists upon historical proof. Without a doubt, Mr. Best is our greatest authority upon the history and folk-lore of the Maori.
New Zealand is proud of those men and women who, yesterday and to-day, by hard work and patient application are laying the foundations of a new literature, a clean, healthy, wholesome literature, characteristic of, and a credit to, “The New Race.”
Walworth
The article on Co-operation by the Super-intendent of Workshops, which appeared in the May issue of our Magazine, was indeed interesting, opening up, as it does, a subject which vitally affects the welfare of the service from every point of view. I feel, however, that the article could have gone further than it did in stressing the value and necessity of the “pull together” idea which each and every one of us must adopt if our service is to progress, and maintain its position in the face of the intense competition with which it is faced to-day. Certainly much has been done, and, incidentally, our Magazine has played no small part in this direction, in conveying to the staff knowledge concerning the service. More could be accomplished in this direction. Personal contact, after all, is the best means of creating the spirit of good will and understanding essential to the co-operative idea. In this connection I feel sure that the system of holding frequent meetings of officers, as instituted at Petone about eighteen months ago, could be profitably applied in other branches of the service. These meetings are held monthly,
(Photo J. S. Cummings)
Interior view of the new car shop at Addington, Christchurch. (The floor of this shop hasbeen laid down in bitumen).
To obtain the desired object, we must have confidence in each other. Let us remember that confidence begets confidence and this is the first step to Co-operation.
Unfortunately, shortage of accommodation renders it impossible to open these meetings to the Shop's staff, but when the New Workshops are in operation, this difficulty will be overcome and I feel sure the results will be of benefit to both the staff and the Department.
In conclusion, I feel I can do nothing better than to quote the words of that great writer, Ralph Waldo Emerson:
“Trust men and they will be true to you;
Trust them greatly and they will show themselves great.”
On the West Coast
New Engine Depot at Elmer Lane
Officially Opened
New Engine Depot at Elmer Lane
Officially Opened
The official opening of the new locomotive depot at Elmer Lane (Greymouth) took place on 4th June. A large number of people gathered at the depot some time prior to the opening ceremony and inspected the shed, workshops, and all the many and various modern appliances with which the yards are equipped.
Among those present on the platform (erected for the occasion inside the round house), were Messrs. T. E. Y. Seddon M. P., Jas. O'Brien (Deputy Mayor), D. Tennent (representing the Harbour Board), J. McLean (Chamber of Commerce), and C. Uddstrom (Cobden Town Board).
Mr. G. Summers (Assistant Engineer, Railway Department, Christchurch), who supervised the work of constructing the depot, presided.
Top: An interior view of the new locomotive shed at Elmer Lane. Bottom: The 70 ft. turntable.
Addressing the gathering, Mr. Summers said that the new engine depot was part of a scheme adopted by the Railway Department to renew all the locomotive sheds which were out of date in New Zealand. He referred to the great increase in tonnage on the West Coast during recent years, and the inadequacy of the old engine sheds to cope with the increased volume of traffic. The Elmer Lane depot, did not, he said, contain the first round house built in New Zealand. The first engine shed to be erected on that pattern was at Lyttelton. The Elmer Lane Depot, however, was the first big depot of its kind built in the Dominion. When the work at the new depot was finished they would have a hundred per cent, efficiency in all departments connected with it. Every bit of coal and ash would be worked by mechanical devices and the water tank also would be mechanically controlled. The sand would be the only thing not worked mechanically for the reason that they did not handle enough of it. Another feature of the new sheds would be the up-to-date accommodation for the staff, a part of the building having been set aside for their exclusive use.
Mr. Summers paid a tribute to those who had carried out the work, amongst whom he mentioned Mr. J. Mahoney, the Foreman of Works, Mr. A. McMaster, leading carpenter, Mr. Eggleton, Inspector of Permanent Way (who was responsible for the laying down of the track and levelling up of the yard), Mr. Wylie, Workshops Foreman (who dealt with the mechanical side), and Mr. Ray, who carried out the lighting arrangements.
Mr. Summers then called upon Mr. Seddon to declare the depot open. On rising to speak, Mr. Seddon stated that he had wondered what sort of ceremony would take place in opening an engine round house. However, the Railway officials told him that he was to drive an engine into the shed. He humorously questioned whether Mr. Sloss (Traffic Inspector), would not demand his driver's license, and he would warn them to keep clear, as he might go through the back door. (Laughter.)
Mr. Seddon read a telegram from the Prime Minister and Minister of Railways (Rt. Hon.
The new yards were equipped with a 70-foot turntable, the one in use hitherto being only 50 feet. The yards were arranged so that it was practically impossible for locomotives to foul each other. The Government had seen fit to erect a £50,000 building, and it was now out to get business. They knew how the Railways were up against it in competition with motor lorries, but he felt sure that they would not show a deficit but a profit, and that the people of the West Coast would stand behind the Department, and show their appreciation and interest in the Railway service. He wished to congratulate the men upon having such a fine building to work in. He congratulated Mr. Mahoney and others who had carried out the work. They had done their work well. He also wished to congratulate the officials, and wish the Department well.
At The Elmer Lane Depot.
Painters finishing the glazing of 109 steel sashes containing 5,460 squares of glass and 1 1/2 tons of putty
Mr. Jas. O'Brien (Deputy Mayor) apologised for the absence of the Mayor (Mr. J. W. Greenslade). He congratulated the people of Greymouth upon the building of the new locomotive house. It was indeed something which the Railways might be proud of. They were there to celebrate the opening of a fine building and a particularly modern one. He was struck by the liberal amount of lighting, which would assist the men in their work. There was, he said, still a lot of things they wanted, so far as the Railways were concerned, and he hoped that now that the management had been changed the West Coast would be looked after better, both in regard to the Railway and the people. Most people looked on the Railways to make a profit, but he differed in this respect, and thought that the main consideratioi should be to help the people and the district. The West Coast was behind other places in the Dominion in development, but he hoped that it would soon increase. He was with Mr. Seddon when he hoped to see in the future the opening of a new railway station. He congratulated the Railway Department upon erecting such a fine building, and also all the men engaged in the work — from the Engineer downwards. Each and all of them had done very fine work indeed. He hoped it would be the first of many railway improvements to be carried out on the West Coast, as he was sure that the West Coast was soon coming into its own.
Mr. J. McLean congratulated the Railway Department and the people of the district on the occasion. The erection of the locomotive depot and similar improvements would tend to make Greymouth the railway centre on the Coast. The railway and port should work more together. He congratulated Mr. Simmers, who had had the work of erecting the new depot in hand. He had worked very hard, and though some people had complained about going off their sections, he had been very considerate in every way. A lot of the land in the yards
Mr. D. Tennent said it gave him great pleasure to be present on that occasion. He congratulated the Department upon the fine round house that had been erected, which, he said, was a great credit to them. He wished also to congratulate the staff, from the Engineer downwards. There was no more efficient body of men than those in the Railway service. He had had a good deal to do with them, and he thought that they would have to go a long way to find anyone more obliging than they were. He thought that what was more important than even a new station was improvements essential to the welfare of the staff.
Mr. Parfitt also tendered his congratulations to the Engineer. They should stand together shoulder to shoulder and carry on the good work which had been done by the pioneers in the past, and the future of the West Coast would then be assured. It was particularly fitting, he thought, that the new Depot had been erected during the Diamong Jubilee.
The gathering then dispersed, and assembled around the turn-table to witness the first locomotive being driven into the shed, which operation was duly performed by Mr. Seddon, assisted by the engine crew. In order to “look the part,” Mr. Seddon donned the engine-driver's cap—much to the amusement of the onlookers.
The locomotive was swung once round on the turn-table and then proceeded into the shed.
The Depot was then duly declared open by Mr. Seddon.
A general view of the new locomotive depot at Elmer Lane, Greymouth, shewing the foreman's office in the foreground.
In order to raise funds to defray expenses in connection with the recent station gardens competition in Otago, an enthusiastic member of the Wingatui staff hit upon the novel idea of writing the following lines, which he displayed (along with the Gardening Cup won by Wingatui last year) in the ticket lobby at that station. The idea worked successfully, a satisfactory sum being placed in the collection box provided:—
Dear Friends,—
there!
herea glorious time,
By Those Who Like Us
The Night Express Service.
A pleasing feature attending the introduction of the night express service in the South Island has been the unanimous approval of the Press, and the appreciation indicated by Chambers of Commerce and other Public Bodies throughout the Dominion. The following is a selection from the letters received by the Prime Minister and Minister of Railways, the Rt. Hon. J. G. Coates:—
From the President (Mr. James Taylor) of the Dunedin Chamber of Commerce:—
The Dunedin Chamber of Commerce received the news of the decision to run night express trains between Christchurch and Invercargill with much gratification. The timetable as published will make it possible for business trips between Dunedin and Christchurch, and Dunedin and Invercargill, with a minimum loss of time, and should stimulate travelling by rail between these centres. The Chamber desires to convey to you its hearty thanks and appreciation for this great benefit, and will do all possible to give publicity. The Chamber was also pleased to receive a visit from Mr. Rodie (Commercial Manager of Railways), who gave interesting details.
* * *
From the General Manager, N.Z. Farmers’ Co-operative Association, Ltd., Christchurch:—
Permit me to congratulate you on the new night service to and from Dunedin, which we are finding most valuable; in fact more useful than we had anticipated.
We had given up the attempt to run down to Dunedin for a few hours’ business, except on very special and urgent matters, and in these cases we found the motor-car was quicker than the train, but the new service has altered all of that, and it appears certain that it will be a great boon to the business community.
* * *
From the Secretary (Mr. H. S. Fairchild) of the Wellington Chamber of Commerce:—
At a meeting of the Council of the Wellington Chamber of Commerce held this week it was noted that it has been decided to institute a night express railway service between Christchurch, Dunedin and Invercargill, and I have been directed to convey to you the congratulations of the Council upon this innovation, which will greatly facilitate business and be a great convenience to the public when travelling in the South Island.
* * *
From Mr. P. A. Climie, Organiser of the Canterbury Progress League:—
In reference to the inauguration of night express trains between Christchurch and Invercargill, I am desired by my Executive to convey to you the League's hearty appreciation of your Department's action in giving the night service a trial, and to assure you of the League's whole-hearted desire to support such action in every possible way.
We are already in communication with the other provincial bodies in the South Island in order that the combined weight and strength of these organisations may be fully utilised in promoting the success of the enterprise.
* * *
In reference to the night express service, a Wellington business man writes as follows to the “Dominion”:—
Hitherto, business men had to sacrifice a whole day making the trip between the two southern centres; but now a man can arrive at Lyttelton early in the morning, do all his business in Christchurch during the day, and have a most comfortable journey to Dunedin the same night. Though the express arrives in Dunedin at 6.20 a.m., one does not need to leave his carriage until 8 a.m., the sleepers being shunted on to a convenient siding for that purpose. I would like the railway authorities to know how much the night express is appreciated by the business men of the community.
The Official Opening
In conjunction with the organisation of the railway workshops throughout the Dominion, the Government has realised the necessity for catering for the social welfare of the employees, and with this end in view, the various workshops will have attached to them what might be termed a social block. The first of these units to be completed, is that at Hillside, and the spacious building in Cargill road which houses the library, social hall, dining room, and apprentices’ instruction room was officially opened on 22nd June by Mr. W. B. Taverner, Mayor of Dunedin.
On first entering the main building to which the library and apprentices' room are annexes, one is impressed by its roominess. The social hall, capable of seating up to 500 persons, is all that such a hall should be, and the ventilation and lighting are all that could be desired. A roomy stage occupies one end, and leading from it are comfortable little dressing rooms for the performers, whilst adjoining the entrance are commodious and well-appointed cloak rooms.
Fairmont section trolley, which underwent successful trials in the Weka Pass (Canterbury) recently. The car is equipped with a six h.p. ball-bearing engine, water cooled. Carrying six men and hauling a load of 7 cwts. in a material trolley behind, speeds of 18 and 20 miles per hour (on a grade of 1 in 50, with a petrol consumption of 30 miles per gallon) were attained by this car.
Opening off the social hall is the dining room with accommodation for at least 300 diners, and here, although any attempt at decoration has been dispensed with, comfort and convenience are very evident. Attached to this room is a spacious kitchen, where, eventually, all appliances for the preparation of hot meals will be installed, and, in addition, for the convenience of the kitchen hands, three sinks with hot and cold water, a large plate-drying rack, and numerous dish cupboards and shelves are fitted. A large dumb-waiter running the full width of the kitchen, leads into the dining room.
The library, from a humble beginning, has now grown into such dimensions that it could serve a good-sized city, and the new room which now houses its 15,000 volumes is admirably suited for the purpose. Ample shelf accommodation for as many books again is provided, and a roomy bay at one end provides a quiet retreat where one can study the latest periodicals and newspapers of which the library carries a good stock. The librarian's desk is placed in a convenient position in the centre of the building, so that those wishing to borrow books pass around the shelves on entering, and, having selected what they require, return by way of the desk, thus preventing confusion. The room is particularly well lighted, and large sky-lights assure a plentiful supply of fresh air. In addition to the volumes on the shelves, a reference library contains a small but carefully chosen selection of technical works.
The apprentices' instruction room, which adjoins the library, is also roomy and brilliantly lighted, and is well equipped with the necessary models and drawings, so that instructor and pupil may work with every advantage in their favour.
The social hall was packed on the occasion of the official opening, the Workshops manager, Mr. J. M. Graham, presiding. There were also present:—Messrs. T. K. Sidey, M.P., J. Horn, M.P., R. W. Hall (Mayor of St. Kilda), G. S. Lynde (Chief Mechanical Engineer of Railways), E. T. Spidy (Superintendent of Workshops) and W. B. M'Ewan (city librarian).
Mr. Graham extended a welcome to those present, and briefly reviewed the events leading up to the erection of the building. Whilst, he said, the shops were being reorganised, the comfort and welfare of the employees had not been overlooked, and, having in mind the fact that better results were obtained from a satisfied staff, the present building had been erected. Employees were thus supplied with food for the body, food for the mind, and means for social enjoyment.
In officially declaring the building open, Mr. Taverner said that it was with great pleasure that he assisted in such a function. He looked on the occasion as being an historic one and one which was made possible by the new spirit which had crept into industry, and a building of such a type, he considered, was an indication of the Government's appreciation of the work of its employees. He trusted that the building would fulfil all the hopes which had been centred on it, and that it would be a social centre for all departments, where a happy blend of industry and culture would be provided.
Mr. Sidey said he was pleased to see that the Department, when it decided on the reconstruction of Hillside, had not forgotten the social and intellectual side of its employees' lives. He trusted that they would spend many happy hours in their new hall, and by so doing derive much benefit.
There was a big idea behind the Department's policy in providing such a building for its employees, said Mr. Spidy. There was no philanthropy in the movement, but the idea being built into the whole workshops scheme, was that apart from providing better working conditions in the shops themselves, the health of the men should be taken into account. In the workshops, proper washing facilities, drinking fountains, and receptacles for the workmen's clothes were being provided, with a view to raising the standard of working conditions, and in this respect, he considered it as much the Department's duty to provide such amenities for the men as to provide them with proper facilities and tools to work with. In regard to the library, the committee was to be congratulated
The elevation of the new social hall, dining room, library and apprentices' instruction room, recently opened at Hillside Workshops, Dunedin.
Mr. Lynde, in the course of his speech referred to the sleeping car which was on view at the Exhibition, and which was built at Hillside under the most adverse conditions. Notwithstanding this, he received the wholehearted and loyal support of the men in the Hillside shops, and to them he was grateful.
There was no question that the department had the men. He pointed out that the Government had sunk a huge amount of money in building what would be, when completed, probably the finest railway workshops in the world, and he appealed to the men who were thus being given ideal conditions to work under, to reciprocate and give of their best. He had come in contact with workmen all over the world, and in his opinion the New Zealand craftsman was equal to any. He trusted that they would long enjoy the benefits of the new building.
During the evening a programme of instrumental and vocal items was presented, outstanding in which were the numbers rendered by the Hillside Orchestra, which, although a comparatively newly-formed combination, played in a manner which was little below professional standard.
At the conclusion of the function, Mr. Hall moved a hearty vote of thanks to the performers, which was carried by acclamation. The hall was then cleared, and an enjoyable dance was held.—(Otago “Daily Times.”)
The children shown in the illustration on this page (Maurice Scott, aged 11 years, and Joan Green, aged 4 years) did good work for the Safety First cause at a fancy dress ball held recently at Frankton Junction. Dressed in costumes made from some of the Department's graphic safety posters, the children, carrying a model engine (with electric headlight) led the Grand March and, we are pleased to add, won the first prize for the most original costume.
* * *
In case of injury, however small, always get it attended to at once, and avoid blood poisoning. Seconds spent in attention may save weeks of suffering.
Send in any suggestions you may have for safety to the Secretary of the Safety Committee or to your foreman.
Be a safe worker. Make your motto: “I will always work safely, and not be the cause of injury to either my mates or myself.”
(From “Safety First,” London.)
* * *
Believers in Safety First
Maurice Scott and Joan Green of Frankton Junction.
The growing evil of the increasing number of accidents caused by motor vehicles and the seriousness of the position as affecting hospital accommodation and finance, is commented on by a writer in a recent issue of the “Lancet.”
Although essentially descriptive of conditions in England at the present time, the comments of the writer are not without point in relation to New Zealand and the necessity for continuous Safety propaganda:—
“The pressure upon hospital beds and hospital finances caused by the rapid increase in the number of motor car accidents has been growing in severity,” says the writer. “The enormous annual output of motor vehicles of all kinds, forbids the hope that the pressure has reached its peak, and we may therefore confidently expect that the difficulty will become still more acute. All over the country, hospitals, large and small, are embarrassed by the necessity of admitting casualties to already overcrowded wards and by the cost of treating patients who are often so seriously injured that their tenure of beds, sorely needed for local purposes, is prolonged.
“In many small hospitals, at the approach of the week-end, when the maiming is at its height, medical officers have to hasten the discharge of the local patients for whom the institution primarily exists, to be ready for injured motorists, mainly from a distance. To say that this is a grotesque state of things is to put the situation mildly.”
* * *
Of Feminine Interest.
Fashion Notes.
The frock illustrated shows the new one-sided cape collar and little kilted frills. The hat is of almond green Baku straw with velvet ribbon to match.
* * *
Hosiery Hints.
To save wear on the heels of your stockings glue a scrap of velvet very smoothly on the inside of each shoe heel.
Always wash silk stockings as soon as possible after having vorn them. Never wear them more than once without washing if you want them to wear well.
Never buy stockings that are too short. This is almost as bad for the feet as shoes that are too short. When buying wool stockings get them a little larger than necessary to allow for the shrinkage which is bound to occur with even the most careful laundering.
Wash silk stockings in lukewarm suds made with a mild white soap and rinse in water of the same temperature. Dry in the shade.
Darn all breaks in stockings, especially silk ones, as soon as they make their appearance. This is one of the cases where a stitch in time not only saves nine but often the whole stocking as well.
One of the best ways to deal with distressing “runners” is to turn the stocking wrong side out and take up a small seam, sewing it the entire length of the runner.
Dustless Dust Cloths.
Dustless dust cloths, which will pick up the dust instead of merely stirring it up, can easily be made at home. Saturate a common dust cloth with kerosene and then hang it out in the open until dry. It is then ready for use. If shaken repeatedly this will continue to take up dust for a long time. When it no longer picks up all lint and dust, wash the cloth in hot suds, dry and treat as before.
Several pairs of old silk stockings sewed together on the machine and trimmed into an oblong or oval shape, then treated with kerosene, will make an excellent dusting cloth for furniture. Soft cotton stockings, cheese-cloth and the like, also serve well as dust cloths.
* * *
Floor Coverings.
If you are thinking of buying a new carpet for your living room, try a self-colour or a blend of two or more shades. You will find it makes a welcome change from the old type of carpet and serves as a pleasant background for coloured rugs or floor cushions.
The following may be of interest to those who find it difficult to distinguish between the different classes of carpets.
A Brussels carpet may be easily distinguished by its loop pile, which is formed of threads of worsted yarn on a woven foundation.
Wilton carpets are of essentially the same manufacture as brussels, the chief exception being that the warp threads forming the upper surface are cut, thus producing a soft pile. The similarity between Brussels and Wilton carpets is the outcome of the fact that the first Brussels carpets were made in England, at Wilton, by French weavers about the year 1740. Although the manufacture of carpets had been carried out at this place previous to this date, the cut pile variety to which it has now given its name was a subsequent production.
The pile of the Axminster carpet is tufted, not looped, as a Brussels or Wilton.
The New Zealand Trade Commissioner in Australia, Mr. J. H. Manson, has taken a keen interest in the extension of publicity efforts in that country. In a recent letter to the General Manager of the Department of Tourist and Health Resorts, he writes as follows:—
“You will be glad to learn that Messrs. Firth and Barnett, the two newly appointed travel salesmen, duly reached Melbourne, and that things are beginning to shape well for the campaign that is to be conducted in Australia to encourage tourists to New Zealand's shores.
Considerable time is required in the preparation of the ground-work for the activities ahead of us, but steady progress is being made, and we hope to be in full swing at an early date.
Both officers are entering on their new duties with that spirit of enthusiasm which will enable them to overcome any little obstacles likely to be a bar to their success. I feel confident that they will give a good account of themselves. They have been well received on all sides, and have created a favourable impression among those who are likewise endeavouring to foster the travel habit.
Arrangements were kindly made by the Railway authorities for Mr. Barnett to visit the Mount Buffalo Chalet on his way back to Sydney, so that the information he would gain there would be of mutual advantage. The Victorian Railways are whole heartedly co-operating with us in our mission, and are at the present time using their best endeavours to get New South Wales to treat Mr. Barnett similarly. If this can be arranged it will be a wonderful help and a lead to the other States to come into line.
You will be glad to know that there is a forward movement here, backed by the Railways, hotel proprietors and other concerns, to go out after the tourist, working simultaneously with ourselves, and we have, as it were, come in with the tide.”
Mr. Manson also forwarded circulars and newspaper extracts indicating the publicity given to their efforts. He considers there is every reason to be satisfied with the initial stages of the campaign.
“… New Zealand, most beautiful of lands! Often I think of thy poetical legends, and feast my eyes again in imagination on thy lovely landscapes! I would fain enjoy again the hospitality of thy kind inhabitants, and listen to the liquid language of thy natives…”—Max O'Rell.
Joke Wit and Humour
All the world, except the United States, lies in the temperance zone.
The sun never sets on the British Empire, because the Empire is in the East and the sun sets in the West.
Henry VIII. was very cruel to Anne Boleyn and ironed her. (The history said “He pressed his suit on her.”)
Shakespeare lived at Windsor with his merry wives.
The king wore a scarlet robe trimmed with vermin.
Wolsey saved his life by dying on his way from York to London.
After twice committing suicide, Cowper lived till 1800, when he died a natural death.
Barbarians are things put into bicycle wheels to make them run smoothly.
A Soviet is a cloth used by waiters in hotels (a serviette).
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Maud: “I saw Maisie in the park yesterday.”
Helen: “Did you, dear! What was she wearing?”
Maud: “I couldn't see, she was reading a magazine.”
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Brevity is the soul of modern journalism. A budding journalist was told never to use two words where one would do. He carried out this advice in his report of a fatal accident thus:
“John Dixon struck a match to see if there was any petrol in his tank. There was. Aged 56.”
An old lady very hard of hearing brought an ear-trumpet into church. The church officer not having seen an ear-trumpet before thought it was a musical instrument. He therefore kept a stern eye on the old lady. When the sermon commenced the old lady put the trumpet to her ear. The officer stepped to her side and said: “Now look here, ma'am, one toot on that bugle and out you go.”
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One of a party of men left his corner seat in an already crowded railway compartment to go into the dining-car. As customary, he left a rug in his seat as a mark that it was reserved. On returning he found that in spite of the rug and the protests of his fellow-passengers the seat had been usurped by a woman. With flashing eyes she turned upon him:
“Do you know, sir, that I am one of the directors’ wives?”
“Madam,” he replied, “were you the director's only wife, I should still protest.”
* * *
Judge: “With what instrument or article did your wife inflict these wounds on your face and head?”
Mickey: “Wid a motty, yer Hanner.”
Judge: “A what?”
Mickey: “A motty—wan of thim frames wid ‘God bless our Home’ in it.”
* * *
The porter at a small country station owned a watch of which he was exceedingly proud. He claimed that for years it had neither lost nor gained a second.
Early one morning he was seen standing on the platform with his watch in his hand gazing somewhat anxiously towards the east.
“What is the matter?” asked an early-rising traveller.
“Well,” replied the porter, “if the sun isn't over that hill in half a minute he'll be late.”
“What are you going to do for a living?”
“Write.”
“Write what?”
“Home!”
“Service.”
There are, at the present time, four men doing yeoman service for the New Zealand Railways on the principal overseas passenger vessels trading to and from these shores. They are the mail officers on the Wellington-Raratonga-Papeete-San Francisco run, and on the Auckland-Suva-Honolulu-Vancouver route.
Although on the staff of the N.Z. Postal Department, Messrs C. B. Tasker (R.M.S. Makura), J. C. Greig (R.M.S. Maunganui), W. E. Carter (R.M.S. Niagara); and M. W. W. Cummins (R.M.M.S. Aorangi) sign on as ship's officers for each voyage, and take their place, after the fashion of the men who go down to the sea in ships, at “fire stations,” boat drill, etc., as well as in the dinner dress parade when formality is the order of the day.
Before undertaking railway publicity work for the N.Z.R., the Department sent these officers, some months back, on a tour of the principal scenic, health, sporting and other tourist resorts of the Dominion. As a result they are able to talk the wonders of New Zealand with fluency and, what is more important, first-hand knowledge of the country.
Many a passenger setting off from America for Honolulu or Australia has been lured by the tales of these N.Z. propagandists to extend his tour to include our Dominion, and always on the way home such visitors take opportunity to tell the mail agent how delightful they have found this Brighter Britain.
The Publicity, Tourist and Railway Departments combine to provide the mail agents with ample supplies of literature, and these are distributed en voyage where they will do most good. Then each mail agent has a notice up giving the times at which he may be consulted upon N.Z. travel matters; lectures are given at suitable times upon the Dominion's attractions and potentialities; and moving pictures, prepared by the Government Publicity Department, are screened on certain of the vessels.
Much business to the N.Z. Railways results from the operations of these eminently practical and efficient “personal contact” specialists, and the Dominion reaps the benefit of their interest-creating influence upon travellers all up and down the wide Pacific.
* * *
Anyone who has studied the question of mob psychology is aware of the wonderful stimulation to the intelligence and capacity of the mass when all can be brought to think in one direction upon any question. It is, perhaps, the idea of bringing this effect to bear upon the welfare of the N.Z. Railways that has induced the General Manager to institute four-weekly conferences of branch officers at headquarters.
Here the whole of the Department's operations come under review, and of the members it may be said, in the Byronic phrase, that “each turns counsellor to each.” Instead of every branch ploughing a lonely furrow, having no contact or established relationship with other furrows in the field, the conference makes possible team work of the best kind to accomplish a definite end—the whole weight of the Department's knowledge, skill and enterprise intelligently applied to solving the great transport problem of the Dominion.
* * *
Farmers’ trains continue to surprise the people of the various districts by their increasing popularity. “Too popular,” was the heading given by the “N.Z. Herald” to its article upon the running of the farmers’ excursion from Whangarei, when the crowds were so great that the Agricultural Department's special exhibition car had to carry the overflow of farmers intent on visiting the Waikato Winter Show at Hamilton.
Then the South Island excursion, from the West Coast to Dunedin, proved a great success in every respect, and the experimental excursion from Frankton to Palmerston North Show attracted a total of over three hundred—necessitating a rapid organisation of accommodation resources to deal with the unexpectedly heavy influx of visitors.
Special literature was distributed on the trains, and the Passengers, Agricultural and Publicity agents, who travelled with the farmers, helped to add to the glad feeling of holiday freedom that is so essential a feature of these organised excursions. The general effect is to add to the popularity of travel by train and to encourage the producers to increase their knowledge of the country's progress by group travelling to other regions.
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The dynamic energy of the new General Manager is adding in a marked degree to the confidence of both public and staff in the ultimate success of railway administration.
Arriving in Wellington for the first time after accepting his new job, Mr. Sterling travelled down on the engine of the Limited. It is currently rumoured that although he spoilt a good hat, he gained information, regarding the work of the men who drive our speedy expresses, worth the price of many hats.
He is carrying out the policy right through of getting down to the men who do the jobs and gaining their advice, support, and co-operation. Thus he consulted representative shunters in regard to a notion for new couplings, and established social relations with them at their recent annual smoke concert.
Mr. Sterling is just back from the muchdiscussed Middleton yard, having personally inspected the operations and talked over the pros and cons of marshalling with individual shunters engaged on the job. From that he turns to the public, and gives a definite statement of his intention to provide the best service at the lowest price of which the organisation is capable, and claims, in return, the interest and backing of the public in the development of this pivotal State-owned service.
That he will get it no one doubts; for the public, take it by and large, recognises and loyally supports any leader possessed of organising ability who gives evidence of capacity to handle affairs of public import along the right lines.
* * *
A Structure of Glass and Steel.
Laying the foundations for the machines in the new machine shop, Hutt Valley Workshops, Wellington.
It was a happy idea that drew together the Railways, Publicity, Industries and Commerce, and Tourist Departments in a combined effort to show the public of New Zealand the work carried on by the Overseas Publicity Board, on which they are represented. The effort has taken the form of an exhibit at the principal Shows of the Dominion, which has earned high enconiums from the public and press. Industries and Commerce show graphically by posters and illuminated slides the growth and scale of trade and industry within the Dominion. Tourist and Publicity depict the places of interest and travel facilities of the Dominion, whilst Railways are represented by a realistic car interior, through the windows of which a moving panorama of beautifully painted landscape is seen, a touch of humour being added by light suggestions of typical road mishaps. Mr. W. J. Thompson, of the Railways Advertising Studio, who has an aptitude for, and extensive knowledge of, this kind of exhibit, worked out the details of the scheme and arranged the erection of the display at Auckland, Hamilton, Palmerston North and Hawera, where it has already been exhibited. It is understood Wellington and the South Island will be included in this season's itinerary.
Arising out of this comes a proposal to group together all the Government Departments in one locality at the Wellington Winter Show. The idea is at present being worked out by an inter-departmental committee and should enable a most impressive and harmonious display to be made at a minimum cost.
* * *
Pullin
One of the very necessary and most constantly used articles in the transport of goods on our railways is the tarpaulin. Though all acknowledge its usefulness, there are many who subject it to abuse.
Looking for reasons for this state of affairs one is almost forced to the belief that the rough handling to which tarpaulins are frequently
A tarpaulin (almost new) ruined by mildew.
The fact that the tarpaulin has to be folded when not in use opens up a way for abuse. Take for instance a sheet which is just doubled twice on itself and then folded into a square small enough to be conveniently handled. This cover is placed on top of a wagon and, when unfolded, it naturally falls so that the centre line of the cover is nowhere near the centre line of the wagon—indeed one border will probably be sweeping the ground. In order to adjust matters the usual practice is to catch the ropes and pull them over the wagon until the cover is placed as required. Now, in the wagon there are frequently bars of iron, sharp corners on cases, and projecting nails in kegs. These catch the sheet and tear it. The evil, moreover, does not end with the damaged tarpaulin. The hole may pass unnoticed and the sheet, acting as a supposed protection for perishable goods, thus allow water to gain access, with the result that the Department is called upon to make good the damage.
In order to avoid damage of this kind, a tarpaulin should be spread flat on the ground and the side folded over until it coincides with the middle line. The folded half should again be folded over on itself, this operation being repeated with the other half. The tarpaulin should then be doubled over and folded into a square small enough to handle. When a cover, folded in this manner, is placed on a wagon, the sides will fall evenly and very little adjustment will be necessary.
How many railway employees realise what takes place when they fold up a wet tarpaulin and leave it lying at a wayside station—perhaps for days! Nature brings her destructive forces to work—mildew quickly playing havoc with the sheet, the life of which is thereby considerably shortened.
A further way in which tarpaulins may become unserviceable is the result of sheer carelessness; namely that of throwing a sheet on a siding and failing to make certain that it is clear of the
Correct method of folding a tarpaulin under the hand rail of a wagon.
The question of the correct tying of tarpaulins on wagons is one of very great importance. Attached to all goods wagons are grip handles which are placed on opposite corners for the convenience of shunters or persons requiring to step up on to the wagon. These grip handles shoulde never be covered by a tarpaulin, because a person endeavouring to catch hold of the handle while the wagon is in motion might fail to do so with, perhaps, fatal results. When in position over the wagon, the corners of the tarpaulin should be placed under the handles and the ropes pulled taut by fastening to the rope of the opposite corner. On some types of wagon the top portion of the handle might, without undue risk, be covered, but the centre of the handle—the natural gripping place, must be kept clear for the hand to grasp. By paying strict attention to this matter the risk of accidents is minimised.
Observance of the above methods of caring for tarpaulins would do much to reduce expenditure under this heading. It is the neglect of the small details in respect of the articles in common use in the Service which, in the course of a year, adds a considerable sum to the cost of railway operation.
At East Town Railway Workshops
The staff at East Town workshops recently established the fine performance of delivering five engines in one week, to the Traffic Department. Above is shewn two of the engines with members of the staff concerned.
McKay
Much has been said and written at different times for and against the utilisation of New Zealand coal on our Railways. As a rule enginemen do not concern themselves about the origin of the coal they use so long as its steam-raising qualities are of a satisfactory nature.
We have not been singular in our consideration of this important railway question. In Canada (which country the writer visited recently) there are vast deposits of soft coal. It was thought for a long time that the Canadian soft coal, being as it is of a very slack nature, was quite unsuitable for locomotive purposes. In consequence, most of the coal for utilisation on the Canadian Railways was imported from the United States. The Canadians, however, investigated the possibility of using their own soft coal for railway purposes, and experiments were carried out to this end. These experiments resulted in the two big railway organisations of Canada (the Canadian National and the Canadian Pacific Railways) adapting their locomotives for the purpose of burning the coal referred to, and, incidentally, of lessening the expenditure on coal.
All locomotives were therefore fitted with the butterfly air-operated fire hole door, and with the split, or bridge, exhaust. The latter consists of a piece of 3/8in. square steel fitted cornerwise across the exhaust cap. It has the effect of forcing the steam against the sides of the smoke stack, thus permitting of a less severe exhaust and reducing the back pressure. The engines (of all sizes) as they go through the workshops, are also being fitted with Feed Water Heaters and Thermic Syphons. The Feed Water Heaters are placed on top of the smoke box in front of the smoke stack—in the position of the head-lamps on our own locomotives. They are worked on the reverse principle to a surface condenser. The Westinghouse pump exhaust, the feed water pump exhaust, and part of the engine exhaust, are caught and circulated round the Feed Water Heater in the process of which they are condensed and returned to the tender. The water is put into the boiler almost at boiling point, and a saving of one gallon of water in ten is thereby effected by this arrangement.
The Thermic Syphons are fitted in the firebox. They are an improvement on the old style American water tube used on some locomotives to carry the brick arch. They are about seven inches in diameter at the point they leave the front tube plate below the tubes, after which they are split and carried up to the crown sheet, forming a water leg almost the entire length of the firebox, then forming back into a tube again where they enter the back firebox plate above the fire-hole door.
Two Thermic Syphons are placed in a firebox. The crown sheet is thus formed into three sections, the centre section and the inner ends of the side sections of the brick arch being carried on the enlarged lower portion of the Syphons. Placed as they are in that part of the firebox where they are subjected to the greatest heat, the Syphons assist materially in the production of steam, their use also conducing to coal economy. As a result of the adaptation of the engines in the way described, badly steaming engines are unknown in Canada.
The largest engine I saw was in the round-house of the Canadian National Railways, at Winnipeg. It was a 4-8-2 locomotive (used in the freight service) with 4ft. 9in. driving wheels, and it weighed 315 tons. A booster was fitted on the trailing bogie of the locomotive. (The booster is used only in starting and in ascending grades, and is cut out automatically at twenty miles per hour.) The big engine was also fitted with a mechanical stoker—a device which lifts the coal from the tender (by means of a worm conveyor), crushing it in the process and forcing it up to columns about nine inches in diameter on each side of the boiler. The pulverised coal is then blown into the firebox (below the crown sheet) by a jet of steam.
The engines of the class referred to can haul a load of 5,000 tons a distance of 235 miles with a coal consumption of only 7 1/2 tons—a great achievement.
We are our own devils. We drive ourselves out of our Edens.—Goethe.
There are no railroads in any part of the world that can compare with those of the Republic of Peru, on the Pacific or West Coast of South America, as regards altitudes. The Central Railroad, which starts from Callao, the seaport town, and Lima (the capital of the Republic), a few miles inland, attains a height of 15,806ft. above the level of the Pacific. This point is on the Morococha branch, off the main line.
The highest point on the main line to Oroya is at Tichio, in the centre of the Galera tunnel. To reach these altitudes the regular passenger train passes through sixty tunnels and traverses many bridges. The running time is about nine hours. The total length of the railroad is 258 miles.
The Oroya extension was commenced in 1905 and traffic was opened in 1908.
The other railroad is the Southern, which starts from the port of Mollendo, via Arequipa to Puno on the Peruvian border of Lake Titicaca, the queen of all mountain seas, whose waters bathe the feet of the mighty peaks, reaching to altitudes of 20,000ft., robed in perpetual ice and snow.
The highest point on this line is 14,666ft. above sea level—at a station, Crucero Alto. There is one tunnel only, of horse-shoe shape, on this railway, situated between Arequipa and Puno Port. The distance from Mollendo to the lake is 325 miles by rail.
The work of construction of both main lines (the Central and Southern) may be termed a triumph of engineering skill and enterprise, and was performed by the indomitable Henry Meiggs, of American nationality.
Mr. Meiggs died during the construction of the Central Railroad, and had not the satisfaction of seeing the termination of his wonderful achievements. His work, however, will live after him, and will bear witness, for all time, to his illustrious memory.
Commendations.
The above statement discloses a decline in revenue of £51,240. This is due mainly to two features (a) the fact that this year's figures include the traffic for 84 days as against 86 days last year, accounting for approximately £50,000 of the difference, (b) the incidence of Easter throwing a certain amount of advance bookings for the holiday period into last year's receipts; while against this must be offset the extra revenue derived from bus services not operated last year. The position therefore appears to be substantially the same as obtained at this juncture last year.
On account of the varying number of days in the periods under review it is rather difficult to make comparisons with individual items, but it appears that passenger traffic has receded slightly in all districts except Wellington, where the Hutt buses have carried 475,000 passengers.
The increase in Season tickets is due to the alteration in the availability of school tickets.
Stock traffic is heavier in the aggregate than last year, cattle and calves being up in the North Island and sheep and pigs showing a big increase in the South, the latter being due to the late season this year.
Owing to the depressed state of the local timber industry during the past two years the carriage of this commodity fell off considerably, but there are indications that the lifting of the embargo on export will result in considerable haulage for the railways.
The decrease shown under the heading of “Other Goods” is quite normal, the major portion appearing in Westport district being due to the fluctuation in coal traffic.
It will be noted that Auckland District is responsible for 65 per cent. of the total decrease in revenue. It must, however, be borne in mind that at this time last year this district was the only one showing an increase over the previous year, so that the comparative decrease is largely the result of the good returns obtained last year.
Published by the New Zealand Government Railways Department, and Printed by Whitcombe & Tombs Ltd., Lambton Quay, Wellington, July 2nd, 1928.