Contents
The Audit Office,
Wellington, N.Z., 8th April, 1929.
Wellington, N.Z., 8th April, 1929.
I hereby certify that, after investigation of the publisher's lists and other records, the average circulation of the New Zealand Railways Magazine for the 12 months ended May, 1928, is in excess of 20,000 copies per month during the whole of that period and that, during the months of February and March, 1929, the circulation has increased to over 22,500 copies.
Controller and Auditor-General.
“Where the waterfall gleams like a quick fall of stars …”—Thomas Moore
The picturesque Upper Papa-o-korito Falls—Waikare-moana—a 60ft. drop of foaming water.
Railways
Magazine
“
.”
For Better ServicePublished by the
New Zealand Government Railways Department
Circular over 22,500
Vol. 4. No. 1.
Wellington, New Zealand
Blends
The chemist depends for his most note-worthy results upon those qualities possessed by the elements that enable them to blend in varying proportions to produce the vast range of gases, liquids, and solids known to modern science. These combinations vary in their effects, from the universal usefulness of water to the crashing cataclysm of volcanic eruption.
Human thought is actuated on the same principle, and has results ranging over an equally extensive gamut. There are men so dynamic that their direct meeting brings with it an element of danger, and calls for the presence of intermediaries to act as shock-absorbers. Others again, quiescent of nature and turgid of soul, may be stirred to quite unwonted mental and imaginative activity by meeting in conference people interested in the same movement or line of business, or working upon the same problems. New Zealand's supremacy as a tourist resort is largely due to the gifts of Nature that have blent colour, climate and contour to make so irresistible an appeal to the senses.
A blending of knowledge upon railway problems has done much to account for the progress made in this form of transport. Hence the provision of conferences and conventions in all parts of the world upon different phases of railway work.
Even such an apparently simple subject as fuel lends itself to treatment in this way. The New Zealand Railways use one-eighth of their total operating expenditure upon the purchase of coal, and the fuel figure probably bears a similar high relationship to the whole cost in most countries. Experiments in this country have shewn how, by an apt blending of different types of coal, and suitable adaptation of fireboxes, the percentages of New Zealand coal used for railway purposes could be increased. Put into effect, this has resulted in a three-fold increase in the percentage of native coal burned by the railways.
There have already been twenty annual conventions of the International Railway Fuel Association to discuss in what ways the uses of fuel could be better conserved, and the best types for special purposes employed. The twenty-first convention meets this month in Chicago. Special committees will present reports upon steam turbine locomotives; Diesel locomotives; front ends, grates and ashpans; oil, coal, and general firing practice; bituminous coal; fuel stations, bulletins, and fuel distribution and statistics.
The importance attached to this conference may be judged from the fact that the principal general addresses will be given by three men of the highest
The application of blended theoretical and practical knowledge to the fuel problem has already done much good, and when the reports and discussions on the subject of this year's Fuel Convention are made available, a still further development in the direction of fuel economy in locomotive operation may confidently be expected.
Travel Promotion League.
Particulars are to hand from Mr. H. J. Manson, Agent for the New Zealand Government in Victoria, regarding the activities and aims of the recently formed Travel Promotion League. This movement appears to be on the right lines, and should result in increased tourist business between New Zealand and Australia.
Bound Copies of Magazine.
The publication of the April issue of the Magazine completed the third volume. Readers are therefore reminded that they may send forward their accumulated copies (May 1928 to April 1929 inclusive) for binding purposes. As hitherto, the volume will be bound in cloth, with gilt lettering at a cost of 5/6 per volume. Those desirous of having their copies bound may hand them to the nearest stationmaster, who will transmit them free, with the sender's name endorsed on the parcel, to the Editor, N.Z. Railways Magazine, Wellington. When bound, the volumes will be returned to the forwarding stationmaster, who will collect the binding charge. In order to ensure expedition in the process of binding, copies should reach the Editor not later than 29th June, 1929.
Addington Stockyards
Great Service By Railway Department Acknowledged.
The following letter should reveal to the public how throughly the Department is able to supply the requirements of its patrons when the right spirit of mutual help exists between users and suppliers of rolling stock:—
22 Manchester Street,
Christchurch, N.Z.,
16th April, 1929.
H. H. Sterling, Esq.,
General Manager,
New Zealand Government Railways,
Wellington.
Stock Trains.
Last year arrangements were arrived at, with the assistance of Mr. Pawson and your Departmental heads, by which the supply of sheep trucks for Addington saleyards were to be provided at such times, and in such numbers, as would permit of continuous loading out of the Company's siding from the commencement of the sales on Wednesdays during the busy stock season until outward consignments of stock were completed.
As the busy season is now nearing completion, I take this opportunity of placing on record the most satisfactory service your Department has rendered to the buyers and owners of stock consigning out of Addington market each week. As you know, we undertook to provide sufficient men to maintain continuous loadings, and it gives us great pleasure in recording that the Department provided the trucks to enable continuous loading being maintained without prolonged periods of delay due to lack of trucks. Such service is of considerable assistance to the market, and, I am sure, is also a benefit to your Department in enabling the turnover of trucks being so much the quicker.
May I suggest that those responsible for the excellent service rendered be notified of our appreciation of their courteous and close attention and co-operation in our efforts to meet the requirements out of Addington market.
(Sgd.)
A. Mckellar,
Secretary.
Writing to the Divisional Superintendent of the South Island, and to the Commercial Manager, Mr. Sterling expressed his great satisfaction at receiving this letter, and said that he should be glad if they would convey the same to those who were concerned in making the necessary arrangements.
Stephenson's Historic “Locomotion”
With much ceremony, the Stockton and Darlington railroad was opened in England, on September 27th, 1825. The first steam engine used on the road was Stephenson's “Locomotion,” with George Stephenson himself officiating as engineer. Its boiler contained a single straight flue, one end of which was the furnace. The cylinders were vertical and were coupled directly to the driving wheels. The two pairs of drivers were coupled by horizontal rods, and the exhaust steam went into the stack. This engine, on the opening day, drew thirty-eight vehicles, upon which were four hundred and fifty passengers and about ninety tons of merchandise. The highest speed obtained was twelve miles an hour, the average four or six miles an hour.
“The Development of the Locomotive”
published by The Central Steel Company,
Massillon, Ohio, U.S.A.).
General Manager's Message
Unlike most railways, we are able this year to show an actual increase in both the number of passengers carried by our services and the tonnage of goods conveyed. The increase in operating revenue, amounting to £181,486, is sufficiently substantial to indicate genuine progress in the development of traffic during the past twelve months. I anticipate that when the figures for subsidiary services are available, the revenue increase will be found to be considerably higher.
The total number of passenger journeys made by train was over two hundred thousand more than last year, and the tonnage of goods and livestock was 7,600,000 tons, or three hundred thousand tons more than the railways have ever previously carried in one year.
Naturally, this improvement in the quantity of business handled has not come about by mere chance. Some has been due to the good season for primary products, but much of the increase can be traced directly to the special methods adopted to create new traffic and attract previously existing business to the rail. Although the general tariff has been maintained without material alteration, special use has been made of its cheap rate provisions in the arrangement of excursions of various kinds, and where the circumstances warranted variation from the standard freight rates to serve important lines of goods, the necessary changes have been made.
But most important of all in building up business has been the spirited manner in which the staff generally have responded to the opportunities afforded for making the service pleasing to clients and their keenness in watching for chances to secure traffic.
During the year many improvements have been introduced such as the provision of Night Expresses in the South Island, additional passenger trains in the Taranaki and Hawke's Bay Districts, and luggage checking from and to the home at the principal centres. The expansion of road services, while to some extent duplicating rail facilities, has enabled certain economies to be effected in train operating, while helping to increase the total number of passengers carried by the Railway Department. The benefit obtained from widening the scope of our low rate passenger fares has been two-fold. Although more passengers have had to be carried to secure an equivalent return of revenue, the increase in numbers has been sufficient not only to supply this, but also to counteract largely the general tendency in recent years towards a falling passenger revenue.
The further advantage is that our action in this direction has enabled us to give a still greater measure of service to the community.
We have received many appreciative references—both written and verbal—to this aspect of our efforts. These show that we have improved the prestige of our system—a position that must have a stimulating effect on our business generally.
The general results on this count are not so favourable, due mainly to the Department taking over, during the year, many miles of new track that have been unable, at the outset of their operations, to furnish a return equivalent to the general average of the lines previously operated. Expenses incidental throughout the Dominion to the change-over period from the old to the new workshops have also been heavy; highly competitive conditions have made the securing of traffic more costly, and improved train services have added to transport expenditure. These are factors that are not to be denied. We can but palliate their effects, and the results as above indicated show that our efforts in this direction have not, by any means, been in vain.
General Manager.
Locomotive Improvements.
An old type locomotive (Ba 497) recently converted to a modern standard at the Hillside Railway Workshops.
)Ken Alexander .
Atrain is something that people run for, wait for, are late for, or miss, according to the degree of their perambulatory acceleration.
Most people take a train for granted, many for pleasure, and a very few for nothing.
The majority of the non-locomoting public imagines that train-hitching is a simple matter, and that when a train is to be made up the stationmaster strolls out of his stationery cabinet, or whatever his domicilary habitat is officially designated, and yawns: “Well, boys, what have we got in the yard to-day?” and that the assistant inspector of permanent ways and means replies: “Well, we've got a horse-box with a hot-box, a sleeper with insomnia, a couple of cattle trucks with catalepsy, a sheep truck that's a trifle too sheepish, a corridor car that's had a biff on the buffer, three” X “wagons with a load of three X which we have held for personal examination, a postal van that's being fumigated because we found a dead letter in a pigeon hole, a guard's van that's been in the vanguard of an argument concerning the right-of-way, and a young” A.B.“engine that's still learning its alphabet.” Whereon, the stationmaster replies: “Well, fill the ‘A.B.’ with H.O., stoke her up with C.O.A.L. until she starts to B.O.I.L., and hitch up anything you find on wheels, except the weighing machine and the roller skates of the inspector of rolling-stock.”
This emphatically is not the case. On the contrary, mustering rolling-stock, entails more linguistic and physical jerks than mustering live stock.
The intimate secrets and rigorous ramifications of railway running were all elucidated to me by a black-shirt named Ana Nias, who said that he was once a cow-catcher on the Venetian railways. In case you do not appreciate what a cow-catcher on the Venetian railways means, let me explain that he is the official who stands on the pergola of the gondola, and leaps off when he detects a cow on the line. His job is to see that the permanent way is not converted into the milky way with curds and whey. He throws the bovine interloper off the rails, brings it to a full stop, and causes it to imitate an inverted comma by turning it on its back, in which position, of course, it is completely cowed, and is helpless to molest, impede, or otherwise create a hiatus in the poetry of motion.
As the Venetian railways are run solely on water (garnished perhaps with a hint of garlic
“A Black Shirt named Ana Nias.”
However, we are not as concerned with the activities of Ana Nias as we are interested in his knowledge of railway matters.
He solved many problems concerning which I have often been tempted to interrogate stationmasters and porters, only they would never stand stationary sufficiently long for me to pop the question. All trainmen seem to be in permanent training—probably to the end of tossing the tablet, jumping the points, catching the cow-catcher, and punching the pasteboard, at the annual railway sports. But Ana Nias knows all about trains. For instance, he explained that the man who gives a rendering of the Anvil Chorus with a hammer on the carriage wheels at railway stations, does so to soothe the sleepers, who are liable to take fright at the slightest mention of bogeys. If their fears are not lulled they are prone to roll over in their beds and upset the timetable. “Why,” I interrogated, “Do engines sometimes wear their funnels at the wrong end, as it were. It looks unnatural, and must be inimical to the psychological metaphysics of the unfortunate engine to go galloping through the scenery, tail first. It is liable in time to produce locomoter ataxia, oscillation of the harmonium, or some other complex to which engines are prone when they get run down.”
“Your observations,” replied Ana Nias, “are certainly prestigious and tantamount to physiology, but they show a certain ignorance of the hypersalubrious exuberancies of locomotives. You forget that an engine is one of the most versatile of ferreous fauna. It can blow its nose through its hat, hiss through its heels, pant through its pockets, and take a drink through a hole in the back of its neck, so why shouldn't it be capable of wearing its funnel aft instead of for'ard, and thus perambulate in juxtaposition to the scenic redundancies of the landscape. As a matter of fact, engines run with their tails facing the approaching distance only when they are tired. It encourages them in the belief that they are headed for home when they are not.”
Space will not permit me to impart all Ana Nias's knowledge concerning trains, but you can judge from his language that he is a man of remarkable learning.
“The Anvil Chorus with a Hammer.”
His knowledge of foreign lingos is also profound. He told me that the phrase “suprema a situ,” which you will notice emblazoned on the Wellington buses and trams is Antiphlogistine
To hear Ana Nias expatiate on the Bay of Naples, one would imagine that he had built it himself or at least held a mortgage over it. However, my Mussolinian mentor is not unique in this respect. “My country ‘tis of thee,” is a slogan universally adopted from the pineapple mines of Singapore to the hen-runs of Cochin China.
I once knew a man from McKenzie Country who met a man from Taranaki. In the course of mutual recrimination the question of mountains arose, as mountains have a habit of doing. The man from the south swore by Franz Josef that Mt. Cook was superior in contour, scenic grandiloquence, and tonnage of snow than Mt. Egmont. On the other hand, the man from Taranaki declared by the sacred cow, that Egmont, for symmetrical awesomeness, geological omnipotence, and antedeluvian lineage could beat Mount Cook by a landslide and a couple of avalanches, and then have something to spare. The discussion was finally terminated by the champion of the southern exhibit striking the supporter of the northern eminence on the nose. It transpired subsequently that neither of these boosters ever had been within yodelling distance of their respective idols.
Clearly “pro patria” is no idle superfluity of sentiment. Contrary to general public opinion the term is NOT synonomous with “an Irish prize-fighter.” A pugilistic son of Erin is a lamb compared with the heat the above-mentioned sentiment is capable of engendering.
The citizen of Pokeko Swamp will fight as fiercely in defence of his native morass, as will Benjamin B. Booster of Niagara, to uphold the superiority of the continuity of moisture which precipitates itself over a cliff in his native vicinity. Naturally, neither had any part in the creation of these phenomena, yet both are convinced that the prestige of the respective accumulations of geology upon which they exist on an extremely insecure tenure, depends on their personal efforts.
No doubt, Diogenes considered his barrel a superlative sort of keg, possessing barrelesque advantages unheard of by the Ancient Order of Coopers, and boasting a bung fit for a bungalow.
What is this panegyrical hyperbole which prompts us to perch on the apex of our personal dust-heaps and crow?
Patient reader, it is an atavastic anachronism known in modern language as “pride of place.”
Adam possessed it until his lease was abruptly terminated for a breach of the Orchard Act.
It is a metaphysical microbe which lodges in the sensibility of such diverse creatures as mutton birds and miners, bivalves and bipeds, rabbis and rabbits, barnacles and barmaids, porcupines and pork-butchers, seals and sea-captains—in fact, this sentiment of loyalty to certain slabs of Nature's insentient impedimenta is a worthy ingredient of human nature.
“Pride of Place.”
During a launch trip in the Pelorus Sounds I was a witness of an example of the noble sentiment which might have ended in disaster. The launch was jazzing through the tortuous channel which guides the mariner to Havelock—between sticks topped with jam tins and discarded billies, which serve to mark the course. Every time the skipper jammed his hellum hard a'starboard or harder a'port we all
A globe - trotter from Norway, and a length of human magnetism from Michigan, U.S.A., sat together on the edge of the deckhouse comparing notes. The Norwegian spoke in broken English, the American in a species of Morse.
“Yust like d' fjords of mine Norway beloved,” mused the Norseman sentimentally. “So blue the waters iss.” The Michiganian sniffed. “Blue,” he snorted, “I'll say th' w-a-a-tors of th' great lakes'd make your-r-r frauds an' this here look as pale as an ice cream sundae with a liver attack.”
“The Skipper.”
“Not so,” countered the Norseman. “My fjords beloved—” It was unfortunate for both that their hands should be employed in gesticulation just as the skipper turned a figure of eight and swung the boat on her tail with a wriggle like a captive tuna, for they both shot off the deckhouse as if their understandings had been greased, and disappeared simultaneously beneath the Pelorous Sounds. With much backing and filling and nice seamanship on the part of the skipper they eventually were salvaged—a sorry pair of waterlogged tourists.
Perhaps the skipper's remark was ill-timed, but it was certainly pertinent.
“Well, gents,” he drawled, “did ye find th' waters of ole Pelorous as wet as th' waters of the fords an' the Mitchagains?”
But the skipper was in the sere and yellow leaf, and much latitude is allowed age.
“Pro patria!” What a noble sentiment.
We of New Zealand—but no, let the Publicity officer tell you all about it; after all, it's his job.
They love their land because it is their own, And scorn to give aught other reason why.
Tribes of Tourists tuning-in on New Zealand.
In his present contribution our special London Correspondent gives interesting particulars of the latest types of locomotives being constructed for the Home railways. He also refers to the alluring prospect of direct rail connection between England and Africa by the tunneling of the Channel and the Straits of Gibraltar—two projects to which serious consideration is being given at the present time.
To-Day many influences are at work tending to effect vast changes in every field of railway activity. For many years, however, it seems likely that the steam locomotive will continue the principal agency in long-distance passenger and freight movement, and all over the world this faith in the future of the steam engine is reflected in the many new, increasingly powerful steam locomotives being put into service. In Britain, new types of steam locomotives are being constructed to handle the long and heavy trains which to-day are standard practice, and recent locomotive additions on the Great Western and London and North-Eastern lines are of considerable interest.
At the Swindon shops of the Great Western, there are being turned out a batch of eighty, two-cylinder, 4-6-0 type engines, to be known as the “Hall” Class. These are intended for heavy passenger train haulage in and out of the Paddington Terminal, London. The new locomotives have outside cylinders, 18 1/2in. diameter and 30in. stroke. The coupled wheels have a diameter of 6ft., and the bogie wheels of 3ft. The boiler barrel is conical in shape, and a Belpaire firebox is fitted, the working pressure being 225lbs. per sq. in. At 85 per cent. of the boiler pressure, the tractive effort is 27.275lbs. The tender carries 3,500 gallons of water and 6 tons of coal, and is of the familiar six-wheeled pattern. The total weight of locomotive and tender is 115 tons.
On the London and North-Eastern line the latest type of steam locomotive to be constructed takes the form of a batch of 4-6-0 type fast passenger engines, for use on the Great Eastern section of the system. These are three-cylinder machines with a tractive effort of 25,380lbs. The outside cylinders are equipped with Walschaerts valve gear, and the inside cylinder, which drives the leading coupled axle, is equipped with Gresley valve gear. The cylinders are of 17 1/2in. diameter and 26in. stroke, while other dimensions are as follows: Diameter of coupled wheels, 6ft. 8in.; diameter of bogie wheels, 3ft. 2in.; grate area, 27 1/2 sq. ft.; length of boiler barrel, 13 1/2ft.; diameter of boiler barrel, 5 1/2ft.; total heating surface, 2,020 sq. ft.; working pressure, 200lbs. per sq. in.; coal capacity, 4 tons; water capacity, 3,700 gallons; empty weight of engine, 69 3/4 tons; empty weight of tender, 19 tons.
A most interesting subject for conjecture is afforded in the trend of locomotive design in the years which lie ahead. In this connection a helpful paper, worthy of more than passing notice, was recently read before the Institute of Locomotive Engineers, by Dr. D. S. Anderson, Principal of Derby Technical College. Pointing out that, to-day, the problem confronting
The economy of the turbine, and its ability to develop enormous powers in a comparatively small casing, it was remarked, were well-known. It had the further attraction of purely rotary movement and perfect balance. On the question of drive, it was pointed out that, in order to develop the power in the limitations of space, the turbine would have to run at 6,000 to 10,000 r.p.m., and obviously some kind of speed reduction device was needed. Two solutions had been tried, the electric drive, with generators and motors, and the gear drive. The first could be ruled out from the cost point of view, as well as from the questions of weight and complication. Gear drive was a possible solution and one that had achieved a fair success. Experimental turbines built in Britain, Germany and Sweden, had given decidedly encouraging results, and considerable development along this line was likely.
The possibilities of development in boiler practice lay in increased working pressure, alteration to a water-tube type, and improved methods of firing. The development of higher pressures would, by degrees, force an alteration in design owing to the unsuitability of the existing type to carry very high pressures. There were many arguments in favour of a change from existing design, and any alteration would be in the direction of the water-tube type, the advantages of which were—ability to withstand the highest pressures, more perfect circulation, quicker steaming, ability to deal with fluctuating demands, lighter weight both in material and water quantity carried, and greater elasticity in design.
Luxury Travel in Europe.
First-class Compartment on the German Railways.
The idea of constructing a railway tunnel beneath the English Channel, and thereby providing through rail connection between England and the mainland of Europe, is not a new one; but at long last there appears a distinct likelihood of this important work being sanctioned by the authorities on either side of the Channel. For years the subject has periodically been brought up for review, and now it has been revived in earnest. Until recently, the British War Office refused to sanction the plan on account of reasons associated with national defence. Now, with the changed situation brought about by the growth of the aeroplane activities and the long-range gun, it is recognised that the advantages to be derived from through rail transport would, by far, outweigh any possible disadvantages.
It is expected that, eventually, there will be constructed a two-track tunnel beneath the Channel, with electric traction and automatic signalling. From a point near Dover, the tunnel would run directly across the Channel to France, where connection would be afforded with the Northern Railway, and so on to Paris
Concurrently with the proposals for a tunnel beneath the English Channel, there is at present being seriously considered a plan providing for the tunneling of the Straits of Gibraltar. By the construction of these two tunnels, through rail movement would become possible between England and Africa. With the completion of the Cape to Cairo line, and its North African branches, it would actually be possible for the traveller to journey from London to the Cape without change of carriage.
Britains Latest Lacomotive
A new 4-6-0 type of fast passenger engine built by the London and North-Eastern Railway.
Just what the construction of a Channel tunnel would mean to the European traveller it is impossible to over-estimate. Travel between Britain and France is already on a very big scale, and, with the miseries of the Channel crossing removed, this business would undoubtedly grow to enormous proportions. This winter the Riviera resorts have been crowded with Britishers, improved train services operated by the Southern Railway of England and the French Northern and P.L.M. lines being well patronised.
Typical trains in the Riviera service are the “Blue and Gold” Calais-Mediterranean express, and the through Limited from Boulogne. The first-named train leaves Calais at 2.40 p.m. daily, on arrival of the steamer running in connection with the 11 a.m. express from London. Paris is left at 7.55 p.m., and Nice reached at 11.45 a.m. next day, or, roughly, 24 hours after leaving London. The Boulogne - Riviera through Limited has a departure from Boulogne at 5.53 p.m., following the London departure at 2 p.m. It reaches Nice at 2.40 p.m. the following day. In addition to the rail services, through road motors are now being operated between Boulogne and the Riviera, with through bookings from London. The service is run twice weekly. Passengers leave Victoria Station, London, by the 9 a.m. train on Tuesdays and Fridays. On the Tuesday service they travel by way of Paris, Dijon, Lyons, and Avignon, reaching Nice in five days. Those leaving on Fridays take four days on the through run to Nice, passing through Paris, Fontainebleau, Sens, Avalon, Autun, Grenoble, Digny, Grasse and Cannes. The cost of the four days' journey is £16 16s., and of the five days' trip £18 10s. The coaches seat eleven passengers, and convey light luggage free of charge.
International travel across Europe has been immensely facilitated in recent years. In a paper read before the Railway Students' Association of the London School of Economics, Mr. F. A. Brant, of the Southern Railway, threw much light upon the difficulties associated with the running of long-distance trains across Europe, and upon the elaborate machinery which is brought into play to arrive at international timings for the leading through services.
In order to bring about suitable connections and through services, there meets, every year, a group of experts known as the European Time-table and Through Carriage Conference. The time-tables operate for twelve months from
Passenger classifications in Europe have always been something of a puzzle. Here, at Home, two classes—first and third—are usual. Second class is now only employed to a very limited extent in certain suburban services. The British third-class is well known as providing a high standard of comfort, and the time is not far distant when the so-styled first-class will disappear, at any rate on all but the more important main line trains, where a Pullman surcharge will probably take the place of the additional fee at present levied for first-class accommodation.
Across the Channel, four classes of accommodation are often placed at the disposal of the traveller by rail, the fares graduating according to the degree of comfort provided. Extra charges, also, are levied in most instances for travel by fast train. Simplification of passenger classification is at present being aimed at in many lands, Germany being a leader in this endeavour. The German third and fourth classes have now been merged into a new third class. The second class provides accommodation similar to the British third class, and the first class covers luxury cars. The mileage rates of the three German classes, beginning with the cheapest class, are in the following ratio:—1:1.5:3. In other Continental countries the proportion of the fares of the most expensive class and those of the cheapest class varies, in general, between 2 and 2.5. Three main categories of passenger train are to-day operated in Germany, these being known respectively as fast trains (Schnellzuge), through trains (Eilzuge), and slow trains (Personenzuge).
The Central Station, at Warsaw, Poland, where this year's European Timetable Conference will meet.
)James Cowan .
The story of human endeavour and adventure that so often forms half the interest of beautiful landscapes is not absent from the railway route through the Bay of Plenty. The very names of stations bring back to the New Zealander, who knows the story of the coast, memories of heroic struggle, of thrilling episodes in which brown man and white confronted each other.
This fruitful, peaceful countryside, where the railway is the artery that vitalises the farmer's business, wore a very different face less than three generations ago. Men still living in those parts can tell of the day when they lived in parapeted and stockaded forts, and fought their enemies along the track where the rails now run; of the years when British gunboats threw shot and shell on to the beach that is now part of the route to Taneatua. But to most travellers along this pleasant Bay of Plenty this lore of the past is still an unopened book once Tauranga, with its oft-told story of the Gate Pa battle, is left behind.
From Maunganui, that bold rocky gatepost to Tauranga Harbour—Te Maunga, “The Mount,” is the railway station at its foot—you will see a long sea-strand stretching far away eastward, with its ever advancing and retreating line of sunlit surf. In the distance the green bluff and tableland of Maketu break the even glistening line of the beach; then beyond again it stretches into the soft blue haze of faraway. That sea-beach was once upon a time the only road. “We had a good beach,” is a phrase that frequently occurs in a MS., diary of the very early Seventies given me by a veteran colonial officer, a captain of Maori Constabulary. It means that the tide suited for the horseback journey and for the numerous river crossings. The ride from Tauranga to Opotiki usually took two days. The first day's ride took the horsemen as far as Matata; that afternoon's journey was along the famous sands of the Maramarua and Kaokaoroa, where the newly constructed railway line runs to-day.
Curving inland from “The Mount,” the rail-line is laid through as sightly and fertile a countryside as can be seen anywhere in New Zealand. It is a land of many small farms and many families, this region centring on Te Puke town. Dairy farms and maize paddocks and orchards; comfortable looking homesteads, a friendly, hospitable looking country, Paengaroa, with its cows and its potatoes and maize; on to Pongakawa, with its slow-gliding river that was Hongi Hika's war canoe route to the Arawa country on his invasion a hundred odd years ago. Then the line, curving seaward again, passes near a wonderful monument to the military engineering genius and communal industry of the Maori, the great walled pa called Otamarakau.
If I were looking for a lovely site for a seaside home and had my pick of coastwise look-outs, I think I should choose this immemorial Maori fortress. A dark little river glides below and empties itself in the vast blue Bay, underneath a buttress-like salient, cliffy and tree-crowned, that must have been the citadel of the entrenched town. Huge earthworks, all grown with grass and fern and flax, enclose the site of the headquarters of the ancient Waitaha tribe. The outer ditch is wide and deep; the wall is twenty feet high in places. Within the works there is a broad level space of several acres, where the olden village stood. Nowadays the Maori owners grow their potatoes and maize and kumara and tobacco on this beautiful hilltop. There are large karaka trees, planted probably centuries ago, and underneath these broad-branched trees there are flat stones on which the Maori children of to-day, like generations of children before them, spread and opened the karaka drupes. That is Otamarakau to-day, a place saturated with tradition. The name is good; it signifies the place of youthful warriors; in pakeha colloquial phrase we might translate it freely as “Young Son-of-a-Gun.” And don't forget, in pronouncing it, to put the accent where it belongs, on the “ra.”
Yonder, at the mouth of the Waitahanui, there was the thunderous sound of battle between Government Maoris and rebels one day in April, 1864. A great war-party of East Coast men, attempting to fight their way through to the Waikato to join the tribes under the Maori King against the British army under General Cameron, had left a fleet of large canoes lying on the beach where the river goes out below the Otamarakau bluff. The Arawa warriors, who were fighting in the cause of the white Queen, drove them back along the beach from Maketu and seized the war canoes, while the owners were trying to launch them through the surf.
The March of Progress.
New and old Tauranga.
Next day (April 28, 1864) the battle was continued along the beach to Matata. Our rail line now follows exactly the route taken by the retreating Kingites, five or six hundred of them, fighting a hard rearguard action with the pursuing Arawa. This broad belt of smooth beach and low sandhills, extending to the mouth of the Awa-a-te-Atua at Matata (it is a locked lagoon now, and the Rangitaiki River goes to sea by a new cut some miles further on) is called the Kaokaoroa, which means the “Long Rib.” It curves slightly like a glistening hoeroa, the long broadsword-like bone weapon made from a rib of the whale. There were cultivations of kumara and taro and maize here and there along this sun-warmed rib between cliffs and sea.
The straight cliffs of sandstone, glistening white in the play of sunshine, were fringed for miles with pohutukawa trees, twisty of trunk and branch, leaning out seaward, a crown of dark foliage for this glittering wall. Little streams of clear water issued from cliff chines and flowed into the sea or lost themselves in the sand. The picture is just the same to-day, except that the cultivations on the sand-belt have disappeared.
All that day the battle raged along the sands towards Matata. Altogether there must have been a thousand Maoris engaged in that vigorous argument as to the right of way. There were a few pakehas with the Arawa force, men of the Colonial Defence Force and Forest Rangers, under young Captain Tom McDonnell, but the issue was fought out chiefly by the Maori warriors. The Arawa chiefs were Te Pokiha Taranui (well known in after years as Major Fox, of Maketu), the veteran Tohi te Ururangi, and a dozen others, representing all sections of the tribe from Maketu to Tarawera. The firearms used were mostly old Tower flint-lock muskets and double and singlebarrel shot-guns. Nearly every man, too, had a tomahawk in his belt, and many used weapons of stone, the handy mere, for despatching the foe; and there were taiaha users too, active fellows skilled in the art of fence and attack with a most shapely and well-balanced weapon. There was not a rifle in the whole bare-legged army. The crashing bangs of heavily-loaded guns and muskets in independent firing, sometimes in thunderous volleys, sounded all day along the sands, and
The enemy from the East Coast made desperate efforts to stay the pursuit. They had left half their flotilla of war canoes in the river at Matata, and if these wakas were seized they would be cut off and cut up.
They were between the Arawa and the deep sea. Two days before this they had had a taste of British naval artillery. Two warships, H.M.S. “Falcon” and the colonial gunboat “Sandfly,” had shelled them as they ran along the beach, and a heavy shell from the “Falcon,” steaming close in to the coast, had killed several men of the Whakatohea tribe (from Opotiki) in a group at the mouth of the Waeheke stream, near Pukehina.
Profitable Utilisation of Pumice Land.
Afforestation Progress on the Pumice Plateau in the Bay of Plenty.
Falling back along the Kaokaoroa, the East Coast warriors made their final stand at the Puakowhai Stream, which we cross about a mile and a half before the Matata station is reached. It flows down from a tree-shadowed cut in the cliffs and winds out among the little sand-dunes. Small plantations of maize and kumara fringe the watercourse. About four hundred of the enemy resisted the Arawa advance here, taking cover under the low bank; others crouched in reserve.
The Ngati-Awa (from Whakatane) and the Opotiki warriors fired heavy volleys from their double-barreled guns, but the Arawa, advancing in quick rushes after the volleys, got up within thirty feet of them.
Then, a daring chief — his name deserves record. Paora Pahupahu—armed only with a taiaha, dashed furiously at the Kingites' line, and, regardless of shots, cut and thrust at them with such fierce lightning impetuosity that he cut a way through, followed by some of his men. This human wedge in the line broke the foe's stand; in a few moments the whole body turned and ran, seeking another cover. But they did not find another spot so suitable for a stand as the Pua-kowhai.
About this time the Arawa lost their highest and most venerated chief, the white-haired warrior Tohi te Ururangi. The old man was standing on a low hillock of sand near the sea, directing the movements of his men, and shouting and pointing with his taiaha, when a bullet laid him low. But his battle was won. The invaders' only thought now was how to escape. One canny fellow from Opotiki, the chief Hira te Popo, spied a convenient gully in the cliffs, and led his own section of the war party into it, and so inland out of further trouble. The rest ran for Matata. Men dropped dead or wounded all along the way. The pursuers killed several fighting men of the Whakatohea on the sandhills very close to where the Matata railway station stands to-day. That was the end of a perfect day so far as the Arawa were concerned. They had killed quite fifty of their foes in the running fight.
There was grief to come for the Arawa that evening, however. The victory was dashed by the death of their chief, Tohi, soon after he had been carried to the bank of the Pua-kowhai. His widow, Mata, assuaged her sorrow by a sacrifice quite in the good old manner.
Among the prisoners taken was an Opotiki chief, Te Aporotanga. He was sitting there near the blazing camp fire, surrounded by armed men, while the widowed chieftainess wailed her lament for her warrior slain. Her farewell ended, she took a loaded gun from one of her men, and going up close to the captive, she cried: “Go you to the Reinga, a slave for my husband!” Then she shot him through the heart.
A Typical Farming Scene.
Prosperous farming lands, North Island, New Zealand.
Most of the invaders got clean away in their big canoes, paddling for life along the creeks and lagoons to Whakatane. Some of those warrior crews had come from as far away as the East Cape. The Arawa had a glorious time looting Matata, and some of them permanently settled there. The Government ratified their conquest and rewarded their loyalty to the Queen, and so the Matata native lands are occupied to-day by the Ngati-Rangitihi clan of the Arawa.
So ends our battle story of 'Sixty-four, as told to me by some of the men who shared in the fight, Queenites and Kingites. A very few still survive at Rotorua and Maketu.
The rebels never ventured along the Kaokaoroa beach again. But the Long Rib was the war-path for the Government forces many a time after that day. Armed Constabulary from Tauranga marched by way of Matata on the long trail to the Urewera mountains. They marched shawl-kilted like the Maoris; they cursed the gruelling job of carrying back-breaking swags over heavy sand and along fern tracks. They compared themselves with “blanky packhorses,” as many a New Zealand soldier has done in another place since their day.
Turn to a more peaceful picture, one that endures to this day, and will for many a day after we are gone. This is the wonderful precipice face called by the Maoris Te Pari a Tamahuka, or “Tamahuka's Cliff.”
It is passed about two-and-a-half miles before you reach Matata station, or three miles from the township on the lagoon. The gleaming white face of sandstone, overhung by pohutukawa trees, curves inward in a great cirque, and it is fretted and tattooed from base to summit with all manner of markings, wrought in
There are coiling spirals, zig-zag patterns, weird faces, grotesque gargoyles, in fact there is no limit to the number and variety of curious nature-carvings you may see there, designs varied from time to time by stress of wind and rain and nature's sand-papering.
Along this sandy trail many generations ago came a Maori artist in wood-carving, a man named Tamahuka. He gazed on this strange cliff; he admired, as we may admire to-day, the contrast of deep-green pohutukawa foliage and crimson flower and white-glinting cliff, and he studied the patterns which the gods of the weather had wrought on the vertical face. From those markings he drew inspiration for his art-craft; he saw there the rape, the taniko, and many another design, and when he trudged eastward again he carried mental pictures with him that he introduced into his carving for his East Cape kinsfolk.
The Matata railway station is half-a-mile out of the township, between a 300ft. vertical cliff and the sea. There is a good deal to interest one in this old Pakeha-Maori settlement, with its green slopes, its tree-groves, its native village with a fine carved house; out yonder, beyond the “lazy locked lagoon,” the surf-beaten sandhills, White Island's steam cloud ever on the horizon, and the Rurima Rocks, like the teeth of some gigantic mako-taniwha shark.
Three little streams, clear and rapid, flow through the township; they are the Wai-te-puru, the Waimeha, and the Waitarariki. On the long rampart of cliffs in the rear there are huge earthworks, long-silent homes of the ancient tribes. Great pohutukawa trees grow out of the trenches, and within the line of the parapets, as we can observe even from the railway.
There must have been a great population along all this pleasant, fruitful, fish-teeming coast, centuries ago.
Old Hapimana, of Matata village, told many a story of the olden days as we travelled along the Kaokaoroa one day. Old place-names, full of poetry and legend, came from his lips as we passed over the Long Rib battlefield and viewed the Pari-a-Tamahuka.
Yonder dark pool in the cliff-palisaded gully, where a stream swirled in pulsing eddies, awhile before coming out across our path, was the Rua-Taniwha, the “Dragon's Cave.” Puakowhai stream, already mentioned, is typical of many a nature-name; it was so called after the lovely blossoms of the kowhai, which made a golden glow on its waters in the spring of the year.
In The Stirring Days of 64.
Tauranga, 1864, during Maori War, showing Military Encampment at Te Papa.
“The creature of thought scarce likes to tread
On the delicate carpet so richly spread.…”
A winter scene at the summit of Arthur's Pass, Midland Line, South Island, New Zealand.
A Story of Pioneer Railway Enterprise
(Part II.)
It appeared for the moment as if a deadlock had been arrived at between the Government and the Committee of citizens in regard to the terms in which the Manawatu railway could be built. The next move was that it was rumoured that a combination had been formed of Wellington, Canterbury and Otago members for “log-rolling” in the coming session to secure the construction of the Wellington-Foxton, Otago Central and Canterbury Interior (West Coast) lines. Nothing seems to have come of this, but at a meeting held in Wellington on January 12th., 1881, the following resolution was passed:—
“That, if expedient, a joint stock company be formed for the purpose of constructing a railway to connect the city of Wellington with the Manawatu, and that a meeting of all interested be called for the purpose of appointing a provisional directory.”
Thus had a sub-committee of the general committee of the Wellington Chamber of Commerce set on foot a company to construct and work 80 odd miles of railway worth nearly a million of money.
A meeting on January 21st. was attended by forty gentlemen who had received invitations. To them it was explained that the promoters desired to place £50,000 worth of shares in the Colony, and the remaining £450,000 worth in England. The provisional directory then elected comprised Messrs. Levin, Hutchison, Nathan, Travers, Plimmer, Thompson, Hannon, Woodward, Brown, Lockie, Young, Gear, Moorhouse, Izard and T. H. Wallace. Mr. Levin made it plain that the Company would not be registered until the £50,000 was subscribed, but that after the registration of the Company was successful, the next project of the directors would be to place before Parliament a suitable bill to enable them to construct the line.
Tawa Flat Deviation.
Shewing the overbridge on the Wellington-Hutt Road and the approach to No. 1 tunnel.
Another pleasing feature of the meeting was the recognition of the need for more country names on the list, and for a thorough rural as well as city canvass. Thus the promoters crystallized into a provisional directory, and at once got to work.
On February 14th. the prospectus was published and drew favourable comment from the Press. The terms were easy: 2/6 on application, 2/6 on allotment, and calls of 5/- at intervals of not less than three months. (In the share lists as late as 1900 two surprising features were the number of cooks, labourers, small farmers, and wage-earners who held shares, and the large number of holdings of less than ten shares each.) The prospectus contained another very significant clause:
“The Company propose to ask for power to acquire the native lands between Otaki and the Manawatu River through which the line will pass, and should this power be granted to them they believe that the land, when acquired, would be speedily disposed of for settlement at a profitable rate.”
The speedy completion of these necessary preliminaries was a good sign. Everyone laid stress on the need to sell shares, bought themselves, and encouraged others. But times were hard, there was a commercial depression, numbers were unemployed. There could not have been in Wellington, from what we know of this period, much more than the amount of money required awaiting investment. So that the eventual subscription of the amount speaks volumes for the patriotism and public spirit, not to mention the sound judgment, of the citizens of the capital and surrounding district.
Bound for New Zealand's Thermal Wonderland.
The Auckland-Rotorua Express steaming out of Auckland station.
Foremost among the workers were Messrs. Jas. Wallace and John Plimmer, who, together, made a very energetic and successful canvass of the city, and who spared neither time nor expense in so doing. A meeting of the provisional directors was held on May 14th. The tone of the meeting was decidedly optimistic, although the total shares subscribed totalled only £43,000. Several leading Maoris along the line had offered to give land for the permanent way, stations, etc., some in exchange for shares. Strong hopes were expressed that suitable concessions would be obtained from Parliament. However, the £50,000 was subscribed by May 30th., the date set as the final one for contributing.
The enabling Bill was given a fairly quick passage through the House, and it was read a second time on August 22nd. by 31 votes to 5. From an analysis of the voting it was clear that certain of the Canterbury and Otago members and one Auckland member, all interested in lines in the Bill, voted for it, thus, with the Wellington-Manawatu members making up the necessary totals to carry it.
The Bill was introduced to the Legislative Council on September 12th. There it was amended in several ways, the principal of which was the limiting of the cost of construction for endowment calculations to £5,000 a mile. The Bill had a very adventurous passage, and only passed eventually by the aid of three disputed votes.
In order not to delay the construction longer than necessary, the House of Representatives accepted the amendments, and on September 24th., 1881, it became statute law.
Perusing the contract signed on March 20th. by Messrs. J. E. Nathan and J. Plimmer for the directors, and Mr. J. Wallace, secretary, several points stand out. All construction, materials, rolling-stock, etc., had to be according to Government standards, and common specifications; power existed to enable the Government to force the company to amend any works or even rolling stock if it should be requisite. Another clause required the company, in order to open some section to traffic as early as possible, to
On August 23rd., when it was known that the Bill had been passed, the Wellington and Manawatu Railway Company, Ltd., was incorporated, with a capital of £500,000, in £5 shares. The directors were Messrs. J. E. Nathan (chairman), James Bull, J.P., C. T. Johnson, M.H.R., Jas. Linton, J.P., J. Plimmer, J. S. M. Thompson, W. Turnbull, J.P., and Jas. Wallace. Mr. W. T. L. Travers was solicitor to the company. Meanwhile the directors, in order to increase the subscribed capital by the company, invited 18 gentlemen to meet them at the Chamber of Commerce. Of these 13 attended, and after the terms of the contract had been read out to them, and the prospects of the company discussed, they were asked to subscribe the maximum number of shares allowed to be held by the Articles of Association (£2,000). Each agreed to do so, thereby increasing the subscribed capital by £130,000. Their names are as follows:—Messrs. J. E. Nathan, J. Plimmer, Travers and Case, J. Lockie, W. Reid, W. R. Williams, Thompson and Hannon, J. Bull, T. G. Macarthy, F. N. Ollivier, J. B. Harcourt, Jas. Smith, and D. Anderson Junr.
Between this meeting and the first annual meeting held on 3rd. April, the subscription, aided by such encouragement, had risen to £225,000. The directors, with such hopeful aids, decided to increase the subscribed capital to £300,000, and a prospectus was issued. The directors stated that large purchases of land had already been made. The average price paid for land for railway purposes was 16/3 per acre, but the Maoris had been more liberal and had accepted £1 per acre for valuable Horowhenua land, taking it all in paid-up shares.
As showing the spirit of altruism which prevailed, it may be mentioned that special votes of thanks were offered to Mr. Jas. Linton, who had valued 237,000 acres of land free, and to Mr. J. Plimmer for his untiring efforts. The chairman, Mr. J. E. Nathan, and Mr. Jas. Linton, were offered, and refused, honoraria of £100, and the remaining directors refused £300.
(To be continued in our next.)
The commencement of the first production work at the Department's new workshops at Otahuhu, Auckland.
Among the Books.
Is there a booklover, whose first bookshelf (containing half-a-dozen, or, maybe, half-a-score of favourite volumes) has grown bulky and overflowed with the passing years, who does not feel the thrill of that old-time gratification, the pulsing of that verdant enthusiasm, as he recalls the pleasure the possession of those books brought him? His bookshelves to-day may be many, long and high, and the tally of his literary treasures total four, or even five, figures; nevertheless, if he be a true bookman, he will confess that that small collection of his callow youth-time—cheap though the books were—brought him more real joy than all the volumes, however costly and famous, he has since added. This feeling remains, though with the passing years one's vision has widened and one's tastes have changed. There may be an added satisfaction in the case of those whose choice of books was wisely directed. Some booklovers will be sceptical of this last. In them the hunter instinct was still strong, and they were fain to seek and find for themselves. And such will tell you that, to them, as to the hunter, half the pleasure lay in the seeking. Happy they who have the leisure to seek, and the luck to find!
In this work-a-day world, with its multifarious duties and interests, the majority of men and women have little or no time to seek. In their case a guide is a pre-requisite. There are book-sellers, no doubt, who, if appealed to, will tell a prospective book-buyer that a particular volume enquired about is “no good,” or “not worth the time it takes to read it.” Such booksellers are the exception. Enquiry generally brings the reply that the bookseller has “not read the volume” referred to, but that “the author has a reputation,” or that “the reviews, so far, have been very favourable.” The cautious booklover, in such circumstances, does not buy. He knows that the average bookseller lives to sell books, as many books as he can, and to sell them at a profit.
The reviews of books in too many of our newspapers to-day are mere puff pars supplied by publishers and eeked out to “a couple of sticks,” or a quarter of a column, according to the importance of the volume, the reputation of the author, or, often, for some less worthy reason. We do not say, with Byron, that “Barabbas was a publisher,” or that he was a book reviewer, and that in these degenerate days his tribe has manifestly increased; but we cannot shut our eyes to the fact that day after day new books are boomed as masterpieces, and new authors acclaimed as possessed of consummate skill, and, in ninety-nine cases in the hundred, both statements are mere mendacities. Sometimes these “reader” paragraphs are advertisements paid for by the authors, who, unfortunately for the buyers of their books, are possessed of more money than merit. Under such conditions, to be guided in the choice of one's books by an independent critic is “great gain” in time and money saved, and in the sum total of pleasure derived from the books bought. This is so, perhaps more so, even in the case of those to whom the reading of books is merely a diversion, a mental vagrancy. Let it be understood, then, that the writer of these notes has no consideration in commending or condemning the books dealt with in “Our Book Causerie,” other than that of seeking to guide readers to a wise choice. Though unbiassed, he is not infallible. He does not expect that his verdict, in all cases, will be accepted as “the last word,” but, insofar as estimating an author's inventive genius, or skill of craftsmanship, his judgments, if not always wise, will never be other than honest.
Most railway centres, if not all, have their local libraries. Some of these are comparatively up-to-date. I wonder if even the most up-to-date of them have added to their fiction department one of the late Mrs. Webb's novels? Unfortunately for Mrs. Webb she began to publish her books when the Great War was at its worst, and although, first, “The Golden Arrow” (1916), “The Spring of Joy,” and “Gone to Earth” (1917) were comparatively well received by the critics, the distractions of the world conflict
“Above me trees unnumber'd rise
Beautiful in various dyes…”—John Dyer.
Railway excursionists sailing up the world-famed Wanganui River, North Island, New Zea land.
One word more. Mrs. Webb was also a poet but her volume of poems failed to find a publisher. A minor poet, doubtless, but most of her verses are above the average, and are now included in the collected edition of her works, issued by Jonathan Cape, London. Among her poems we find the following lines, which form an appropriate close to the foregoing remarks concerning their author:—
“Great Poems of the English Language,” compiled by Walliace Alwin Briggs (Harrap, London). Here surely is a volume of English verse which gives the lie to those captious critics who assert that it is impossible for an anthology to be both comprehensive and select. To fill fifteen hundred pages with poems in the English language, of which it can be said that not one poem included should have been left out, is surely something of an achievement. If it has a fault at all it is in its too select selection of the older poets. One is not far through its pages before he comes to the great Scots poet, Burns, and the poets of his day and generation, which might give the uninitiated the impression that there was little poetry written worth while prior to the latter half of the eighteenth century. Had Mr. Briggs been a little less generous to living poets, he would have found room for several Old World poems, which we think ought not to have been left out of a collection as authoritative as this undoubtedly is. Others may prize the volume all the more because of its sparing indulgence of the older poets and its open-handed liberality towards those of more modern times and of the present day. If the selections from Burns are the compiler's own selections, unaided and unguided by some person or persons from North the Border, we must congratulate him on the excellency of his taste, and also on the quality of his critical acumen. Of course every discerning reader will find some particular poem missing that he would have liked to have seen included (we confess to missing more than one), but that does not in any way detract from the merit of those that are included. A number of the best of the old ballads are given, which greatly adds to the value of the volume. The book sells in New Zealand at twelve shillings and sixpence. At double the price it would still be cheap.
Railway Workshops Bands.
Members of the combined bands of the Lower Hutt Workshops and the Maintenance Shops at Kaiwarra, at the recent railway picnic at Maidstone Park, Wellington.
“Hear ye not the hum
Of mighty workings?”—Keats.
(Government Publicity Photo.)
State Hydro-electric Scheme. The picturesque setting of the dam at Mangahao, Wellington Province, New Zealand.
“And it's oh! for the rush of the shining track,
And the whirl of the leaping wheel.…”—C. Quentin Pope.
(Photo. W. W. Stewart)
A typical Suburban Train on the New Zealand Railways.
Grad. I.E.E., Automatic Signalling Inspector, N.Z.R.)W. H. H. Grapes ,
The increasing adoption of the automatic system of train signalling by the world's leading railways, and the conspicuous success of this system in securing greater efficiency and greater safety in train operation, is indicated in the following article.
It has been freely stated of late, by those perhaps who do not acquaint themselves with the trend of events throughout the Railway world, that the extension of automatic signalling installations is not only at a standstill, but that the existing systems are being taken out. Nothing could be further from the truth. The statement, however, prompts me to broadcast through the medium of our excellent New Zealand Railways Magazine, some facts which, I think, should dispel the idea that such a retrograde step is taking place. Let me say at the outset that it is always the aim and object of the Signal Engineer to instal a signalling system which he knows has been proved, not only by experiment, but by actual service conditions, and which, at the same time, will prove economical in operation.
With reference to signalling improvements and railway efficiency, considerable interest and importance attaches to the record established in the United States of America last year through the installation of modern signalling equipment. Mr. Julius H. Parmelee, Director of the Bureau of Railway Economics, Washington, D.C., has compiled a composite index of railway efficiency which incorporates thirteen performance factors. It was found that seven of these factors were influenced either directly, or indirectly, by the methods of signalling in vogue. Modern signalling facilities increased car miles per car day, ton miles per car day, gross tons per train, net tons per train, gross ton miles per train hour, net ton miles per train hour, and the percentage of serviceable freight cars in service. To arrive at a comparison, a five year average performance was computed for the period 1920 to 1924 inclusive, as a basis upon which to determine the subsequent improvement in each of the thirteen efficiency factors.
It was found that in 1928 a four per cent. improvement in freight train speed had been obtained, as compared with a similar period in 1927. The improvement in this factor was undoubtedly due to signalling improvements, as it is a well known fact that a greater tonnage can often be handled after a signal installation is in service, owing to the elimination of many undesirable train stops.
With this improved factor, there is a decided tendency to favour the authorisation of signalling installations which will reduce operating costs. Advantage is being taken of the many developments which have been made in signal equipment during recent years, developments which make for more flexible operation without sacrificing safety, and which warrant the more extensive use of signal and interlocking facilities.
For example, the Texas and Pacific have completed the installation of a 567 miles section of colour light Absolute Permissive Block automatic signals, on single line. (Prior to 1925, this railway had practically no automatic signals.) In 1926–1927, 125 miles were put in, which, with the 1928 programme, make the total mileage 692. The signalling was extended in this instance to relieve the congestion brought about by extra trains running, and, because of the urgent need, the 567 miles were completed in six months.
On the Aitcheson, Tapeka and Santa Fe, the length of track equipped with Absolute Permissive Block automatic signalling apparatus will, by the end of 1929, aggregate 5,466 track miles. This will leave only 57 miles to be completed to finish the shortest through route from Chicago to the Pacific Coast. (This company has also placed an order for the largest amount of automatic signalling material which has been ordered for years.)
On the Southern Pacific there has been installed a further 40 miles out of the 800 mile Absolute Permissive Block automatic signalling programme authorised.
On the Louisville and Nashville a gauntlet track across the Cumberland River has been equipped with Absolute Permissive Block automatic signalling. This installation is entirely controlled by train operation, and it effects a saving of over £1,000 annually.
The Louisville, Henderson and St. Louis has recently completed its first installation of Absolute Permissive Block automatic signals (covering 60 miles of single track), the signals being installed to improve the safety of train operation, and to increase the track capacity.
On the West Coast of the South Island.
Westport Railway Station and surroundings.
In addition to these installations I also give a list of some of the construction contracts let for Absolute Permissive Block automatic signalling systems on single lines:—
The Aitcheson, Topeka, and Santa Fe (Eastern lines), 91 miles. (Western), 375 miles. (Gulf), 41 miles. (Coast), 25 miles.
The Paducah and Illinois, 15 miles; and the Louisville and Nashville, 88 miles.
The installations on single line system only have been mentioned. The double line systems run into large mileages, as also do the installations of electric of electric and electro-pneumatic power interlocking.
It may be as well to quote the figures; they speak for themselves.
The yearly construction in miles has steadily increased from 546 in 1920, to 5,127 in 1927, which was the peak year.
In 1928, 3,121 miles were installed comprising 1,940 arm signals, and 3,740 light signals, and these were spread over lines controlled by 42 railway companies. This exceeded the annual average for the last ten years by 752 miles.
The cause for the drop in the construction mileage for the latter year was due to impending action on the part of the Interstate Commerce Commission (which body controls the installation of safety devices), with reference to a decision concerning the installation of automatic train control. The question, however, was not the enforcement of train control installations, as the Commission considered that its previous orders had accomplished their purpose in the direction of extending the development of automatic train control. This left the companies free to proceed with signalling installations which had been held in abeyance.
The electric interlocking plants installed during 1928 totalled 1,570 working levers, 471 electro-pneumatic, whilst 209 and 283 respectively, were under construction at the end of December of that year.
In January of the present year it was contemplated that 2,359 miles of track (comprising 978 arm signals and 1,324 light signals), on 23 railways would be equipped with automatic signalling apparatus.
The number of separate installations it was hoped, in January, 1929, to complete for the current year, totalled 773 electric, and 49 electro pneumatic. These contemplated estimates for 1929 were not complete, however, as companies had not formulated their signalling programmes.
It is interesting to note that the total mileage of tracks equipped with this modern signalling system since 1908 (the birth year of the proved Absolute Permissive Block automatic signalling), amounts to 51,713 miles. The approximate total mileage of all railways is 216,000 (including branch and unimportant lines), which means that just less than one-fourth of the world's railways are equipped with the most up-to-date of all our signalling systems. However, each year sees vast extensions of the modern system.
As mentioned in a previous article, the Southern Railway of Great Britain is embarking upon an extensive programme for colour light signalling.
Sufficient has now been said, I think, in defence of this latest system of signalling, which has done so much during the past twenty years, not only to promote efficiency in railway operation, but the safety of the travelling public.
As far as New Zealand is concerned, the Absolute Permissive Block system of signalling (recently declared by a visiting signal engineer of distinction to be the most up-to-date system in the signalling world), functions with mathematical precision, and a large measure of our operating efficiency (and safety), is due to it. In the words of the slogan, “Automatic Signalling Keeps the Wheels Moving.”
A view of the sub-station at Woolston (Christchurch-Lyttelton electrified line), South Island.
Empire's Largest Locomotive
For Service Over the Rocky Mountains
According to the Montreal “Gazette,” a fleet of monster locomotives that will revolutionise freight and passenger traffic in the West and that mark an epoch in the transportation history of Canada, have been ordered by the Canadian Pacific Railway from the Montreal Locomotive Works for service through the mountains in British Columbia. These twenty oil-burning giants will be used to speed freight and passenger trains through the Rockies, and will each of them do the work of two or more of the lighter locomotives. When in operation they will release for service elsewhere on the Company's lines, considerable motive power equipment.
These engines, technically known as the “2-10-4” type—that is, two wheels on the leading truck, ten 63in. drivers, and four wheels on the trailing truck—are the greatest ever constructed or operated in the British Empire. Each engine and tender measures overall 97 feet in length, and weighs together 725,000 pounds, being 78 times heavier than Stephenson's historic “Rocket.” They will have a tractive effort of no less than 78,000 pounds and will be able to develop over 4,200 horsepower, or about 85 times as much power as the “Rocket,” at a capital cost of 45 times as much. The cylinders are 25 1/2 inches in diameter and the stroke is 32 inches.
The new engines have been conceived, experimented with and designed by the motive power department of the Canadian Pacific Railway, and will be built wholly in Canada. Many features of their design were tried out in the twin “3100” models, produced recently by the company's Montreal Angus shops, and now in operation over its eastern lines. (One of these latter locomotives was illustrated in our January, 1929, issue.)
On the Southern Section.
A goods train passing through Pleasant Point, South Island.
One of the unusual features about them is the fact that the cylinders and underframe will be cast in one solid piece, weighing in the neighbourhood of 65,000 pounds. This great casting, which is normally made up of a number of massive sections bolted together, takes in the cylinders, main frames, cradle frames, and all cross ties, and thereby achieves far greater rigidity than is otherwise obtained. The casting for each engine will have to be made by a firm of specialists, and brought to Montreal on two flat cars, and a special crane will have to be constructed at the Montreal Locomotive Works to carry the load. The tenders will also have a similar casting, embracing the bottom of the tank and under-frame in one solid piece. The tender has a capacity of 12,000 imperial gallons of water and 4,500 of oil.
“Boosters” will supplement the pulling powers of the new locomotives intended for passenger service. These auxiliaries aid in getting a heavy load into motion up to twelve miles per hour, after which speed they cease to function. The “Booster” is a separate unit acting on the wheels of the engine's trailing truck.
The oil-fired boiler, containing over two miles of piping, is constructed wholly of nickel steel and designed to withstand 280 pounds boiler pressure. In addition to the nickel steel boiler and fire-box plate and stay-bolts, all forgings will be of a new composition low carbon nickel steel, which has been experimented with during the past year with good results.
Delivery of the new engines is expected to start some time in the early summer.
Far in the distance, 'cross the heaving wave,
Loom Piercy Island and the famed Cape Brett,
Where anglers gather “mal de mer” to brave,
The “swordie” and the “mako” shark to get.—C.A.K.J.
Lord and Lady Hillingdon, of England, who have been spending a holiday at the Bay of Islands, left recently for Auckland, where they embarked upon the R.M.S. “Aorangi,” homeward bound for the Old Country.
They were both enthusiastic in their praise of New Zealand, and of the thrilling sport—the fascination—associated with hunting big game fish in the world's most famous fishing grounds off Cape Brett. Their first glimpse of the historic Bay of Islands and of Urupukapuka Island (where they made their headquarters at the new fishing rendezvous), deeply impressed the visitors.
Upon arrival at Otehei Bay, Lord and Lady Hillingdon were particularly interested in the formation of the country and somewhat surprised to find they were in a delightful bay, practically land-locked, with lovely native bush growing down the precipitous cliffs to the water's edge.
The pohutukawa trees, with their roots lying exposed to all weathers, came in for their full share of praise.
When the party noticed the huge monsters of the deep (caught that day), hanging upon the derrick on the new wharf provided for deep-sea anglers, they found it almost incredible that such fine big game fist could be safely landed by means of rod and line. A line no thicker than a piece of string a shopkeeper might use when tying a parcel. The thought that either of them might be fortunate enough to land one of these monsters did not enter their heads at that moment.
It was the first time they had seen a swordfish, and both expressed the wish that at least one of these fish would be landed by them before the time came when they must take their departure.
On arrival at the camp itself Lady Hillingdon made the remark that she had been of the opinion that she was to “camp,” instead of which she had been brought to a “Ritz.” This up-to-date rendezvous, with its large verandah (75 feet long by 16 feet wide), in front of the main building, was to provide the visitors with an unexpectedly comfortable home during their stay.
The quarters allotted to Lord and Lady Hillingdon were situated alongside the sandy beach with the sea coming up to the front door. The native bush on the hills nearby made the three-roomed bungalow most picturesque—this bungalow was occupied by Lord and Lady Grimthorpe last year. (It will be remembered that Lord Grimthorpe visited Urupukapuka Island in January of 1928 and successfully landed the world's record mako shark, which turned the scales at 630lbs.)
The morning after their arrival, both Lord and Lady Hillingdon, being anxious to make an early start with the fishing, were astir shortly after daybreak. Arrangements having been made for a launch and the necessary fishing gear, an early start was made for the region where game fish abound.
Never before had Lord and Lady Hillingdon seen such shoals of fish as were to be observed in the waters in and around Cape Brett. The thousands of birds feeding on the small fry as the big fish drove them to the surface was a sight to behold.
At intervals, with a sound as of a brook rushing over boulders, the shoal would jump from the water. When this happens it is evidence that big game fish are attacking the shoal.
The fishing party did not have to wait long before a big tug was felt on one of the lines and Lord Hillingdon was soon engaged fighting hard with one of the monsters of the deep. Before long it was discovered that Her Ladyship had hooked a mako, which gave a good display of its sporting qualities and, on many occasions, leapt clear of the water. Needless
Shortly after the mako had been hauled aboard the launch Lord Hillingdon felt a fish devouring his bait, but it was discovered that a tiny mako had had the temerity to attack a kahawai almost as big as the fish itself. By a strange coincidence the weight of this baby mako was only 111bs. (A few weeks ago Colonel C. A. K. Johnson, of England, who was fishing near the same place, landed a world's record baby mako.)
During a couple of days, when the weather was too unpropitious to go out as far as Bird Rock and Piercy Island, Lord and Lady Hillingdon derived much sport from playing the kingfish, which abound in the many bays and sheltered inlets. They also took advantage of walking along the grassy slopes of Urupukapuka, and viewing the beautiful scenery from the hill tops. The Bay of Islands, with its many small islands dotted about the harbour, presents a charming scene from the hill tops.
Lord Hillingdon, the day before his departure, successfully played a swordfish for nearly an hour, and the thrills this sporting fish gave him will ever remain fresh in his memory. The marton dashed off with his bait at a terrific pace and the antics that this fish performed during the time it was being played were most spectacular. Lady Hillingdon, too, experienced the great pleasure of landing a fine swordfish on her own account.
The distinguished visitors have given instructions for the two swordfish heads to be mounted by the taxidermist on Urupukapuka Island and to be shipped to their country home in Notting-hamshire. Before sailing, both Lord and Lady Hillingdon expressed their appreciation to the staff for the excellent arrangements made for their comfort and said they would always have happy memories of their first experience of deep sea fishing. Lord Hillingdon added a word of praise for the up-to-date launches used for the sport and was very much impressed with the way in which the launch masters carry out their work. It is no easy task, especially when once a monster is hooked.
Both Lord and Lady Hillingdon have found the charm of New Zealand irresistible and hope to return the year after next.
They go home to describe to their friends in the Old Country what a really delightful place New Zealand is.
“The engine stutters its fiery song
As the things of earth flash by…”
On the way to Whangarei, North Auckland.
Superintendent of Workshops.)E. T. Spidy ,
Facing me in the train the other day was a really good advertisement containing words something like these: “There is nothing on earth but that someone makes it worse and sells it for less.”
It occurred to me that there was a great deal contained in that sentence. A professor of economics could construct a good lecture from such a text. Business houses have been built up or have gone into liquidation according to the way in which the general principle contained in those words has been applied. It is the daily text of every executive officer, whether he realises it or not, for it is simply the “service idea” expressed in one way.
It may be set forth in other ways: e.g., “It may cost you more than any other, but the service is worth it.”
“You must pay accordingly if you desire the best service.”
“Don't mistake initial cost for the cost per year of a service.”
“Cheap things are usually not cheap at all”—and so on. One could think of many other phrases to express the same idea.
Now the Railway Department is a Public Service Department, and in the foregoing observations I have stated one of our most difficult problems—the difficulty of selecting the right material for the right job at the right price.
This is no small task, even for our Workshops, where some three and a half thousand men use half a million pounds worth of material per year, and although the purchasing is actually carried out by the Stores and Financial Departments we are responsible for specifying what we require and the quality of every item. This we do, wherever possible, by specification, but specifications are not everything by a long, long way, as we know quite well.
Up-to-Date Machinery.
Turning a pair of locomotive wheels on one of the modern locomotive wheel-lathes at the new workshops, Lower Hutt.
It must be understood that specifications are necessary, however, as being the means of conveying our desires to all who sell the article in question. Our difficulty begins when the selection has to be made from the tenders received for the material. The lowest priced article that will give the desired service is, of course, the aim in making the selection.
In making this selection what may be defined as the technical and the non-technical staffs of the Department now come into the picture.
We, ourselves, on the engineering side, with our experience in the use of the materials themselves, and with a natural desire to obtain the best possible for service reasons, while on the non-technical side responsible officers are necessarily by considerations of price.
Speaking generally, those on the technical side do not see the seller. In most cases it would be unnecessary and the time could not be spared. On the other hand the seller deals directly with the non-technical side, and he almost invariably declares his goods right, irrespective of price. That the price side is well taken care of, however, is obvious.
The complaint is always the other way. This gets back to our difficulty of defining the quality we require. For hard railway and railway shop service the best is none too good. We must use our experience, and the experience of others whom we know personally. We use analytic methods to help us in some cases. We must get costings to put against the service obtained. We must be accurate in our deductions from results obtained.
Remembering the advertisement I quoted, I put it to all of the staff using materials, and especially those concerned in ordering from the stores, that the total material expenses of the Department are, to a large extent, dependent on the judgment used every time in the reports of materials that do not do their job satisfactorily, and in the supporting data in connection with all tests.
Eliminating Smoke and Dust.
(Photo: A. P. Godber.)
A corner of the blacksmiths shop, Lower Hutt Workshops. The illustrations shows the manner in which the smoke from the forges is, by means of suction fans, led to a central chimney. Thus the smoke nuisance is eliminated.
Favoured by ideal weather conditions the annual Hillside Railway Workshops' picnic, which was held at Evansdale recently was an unqualified success. The picnic train consisted of 20 carriages drawn by two engines, and contained well over 1000 picnickers. Under the guidance of Mr. A. Melville, the President of the Picnic Committee, and a strong committee of 30 members, a lengthy sports programme was entered upon.
The success of the day's outing was, in no small degree, due to the excellent work of the secretary (Mr. A. Southey) and his first lieutenant (Mr. D. Kilgour).
Letters apologising for their inability to attend the picnic and wishing it the best of success were received from the Prime Minister (Sir Joseph Ward), the Minister of Railways (Mr. W. B. Taverner), Mr. J. W. Munro, M.P., Mr. H. H. Sterling, General Manager of Railways, and Mr. E. T. Spidy, Superintendent of Workshops.
Modern Handling Methods in our Workshops.
A useful time-saving appliance for lifting wagons recently installed at Otahuhu Workshops, Auckland.
MR. F. J. Mackley 's Retirement
We are pleased to place on record, reference to the appointment of Mr. F. J. Mackley, until recently Locomotive Engineer for the North Island Railways, to a position with the Atlantic Union Oil Company.
Mr. Mackley was born at Port Chalmers in 1873, and received his early education at the Port Chalmers District High School, afterwards becoming a student at Canterbury College, Christchurch.
He joined the railway service at Invercargill in 1889, and two years later transferred to the Addington Workshops to complete his apprenticeship, and, at the same time, take advantage of the training offered to young engineers at the School of Engineering at Canterbury College. Here he was under the eye of Professor Robert Julian Scott, who trained many of New Zealand's most prominent engineers.
Later Mr. Mackley began to obtain experience in other parts of the Dominion, and in 1897 he was transferred to Greymouth, where the railways were being extended rapidly. In 1905, Mr. Mackley was moved to Westport and twelve months later he returned to Adding-ton, where the Class “A” and Class “X” compound locomotives, designed by the late Mr. A. L. Beattie, Chief Mechanical Engineer, were then under construction.
After passing through the various grades Mr. Mackley was, in 1913, appointed inspector of Westinghouse brakes for the South Island and a year later received a similar appointment and was attached to the Chief Mechanical Engineer's office for the North Island.
Mr. F. J. Mackley.
A further appointment and promotion came in 1918 when he was made workshops manager at Napier, and, in 1921, was appointed assistant locomotive engineer for the Welling-ton section. In the same year he became engineer for Westland, with headquarters at Greymouth, but after only a few months there he received further promotion to the position of locomotive engineer at Auckland.
With the reorganisation of the Dominion's railways, Mr. Mackley was appointed locomotive engineer for the North Island (his present position) with headquarters at Auckland.
When the South African War broke out Mr. Mackley left the New Zealand with the Fourth Contingent, and remained with the forces during their stay in the field. On his return to New Zealand he was selected as one of the members of the New Zealand contingent which attended the coronation of the late King Edward in London.
Mr. Mackley has invented several important devices, which have been patented. One of these is a clever method of automatically applying the Westinghouse brakes on trains on which derailments occur. His most important experiments, however, have been concerned with the use of coal gas under pressure, for lighting railway cars.
The experiments have greatly interested the General Manager, Mr. H. H. Sterling, who has had a complete train equipped with this system. This train is undergoing practical services, tests on the Wellington-Lower Hutt services, and has been running for three months.
Inauguration of the Australian Railways
(continued>
Continuing his interesting account of “The Inauguration of the Australian Railways,” Mr. F.-Vogel, of Kogarah, New South Wales, deals, in the following article, with pioneer railway enterprise in Queensland.
The State of Queensland, prior to its separation from New South Wales, was known as the “Morton Bay District.” In 1823. the then Governor of New South Wales, Sir Thomas Brisbane, considered that the establishments at Port Jackson (Sydney) and at Port Macquarrie were cramped for habitable space, and, therefore, despatched the Surveyor-General, Mr. Oxley, northwards, to examine Port Curtis.
Mr. Oxley left Sydney in October, 1823, in the cutter “Mermaid,” and reached Port Curtis early in November. After investigation, he considered the place unsuited for settlement, and on his return journey, called at Captain Cook's “Glasshouse Bay” (Morton Bay), where he met two cast-away cedar-getters, who had been driven northwards from Sydney by adverse weather. They informed him that a large river emptied into the bay. He at once sought the entrance, and on 2nd December, 1823, discovered the river, which he named “Brisbane.”
After his arrival in Sydney steps were taken to found a settlement on the banks of the river. This was established in September, 1824.
In 1859 the Morton Bay district was proclaimed an independent colony under the name of Queensland, and the rapid progress the colony made from that time soon demonstrated the necessity of adequate means of communication between the coast and the interior, and the Government was strongly urged to under-take the construction of railways.
A private company contemplated the construction of a tramway, and Parliament empowered the Government to purchase the company's existing plans and other properties, but the Government, considering that such a tramway would not meet the needs of the colony, favoured the construction of a railway to the New South Wales border, with a view to connect ultimately with that colony's railway system.
Honour the Brave.
Anzac Day in Melbourne.
The first Railway Bill was introduced in the Legislative Assembly in May, 1863. The Minister in charge of the measure advocated, on the grounds of economy, a departure from the system of railway construction followed in the other colonies (which had adopted the 4ft. 8 1/2in. and the 5ft. 3in. gauges). He urged the adoption of the 3ft. 6in. gauge, light rails (40lbs. to the yard), sharp curves and steep grades. As was the position in New range had to be crossed to reach the inland plains, and the estimates showed that, to cross the main range by means of 4ft. 8 1/2in. gauge railway with minimum curves of eight chains radius, the cost, in the items of viaducts alone, would be raised from £6,000 to £35,000 per mile.
After a long debate, the House divided evenly on the Bill, and the second reading was carried only by the casting vote of the Speaker. The Government appealed to the country, and was returned to power with a slight majority. The Bill was re-introduced and assented to in September, 1863.
The contract for the first section of the West-South railway, from Ipswich to the Little Liverpool
The line was opened for traffic in July, 1865, and its extension across the range towards the New South Wales border was carried out with reasonable speed. The two systems were connected at Wallangarra in January, 1888, but, as the gauges differed, all traffic had to be transhipped. (In connection therewith it may be remarked that the New South Wales side of the station was named Jennings, after a former Premier of the colony, while the Queensland side was named “Wallangarra.” As only the platform divided the two station buildings, travellers were at times bewildered by the names, so, after some years, the name Jennings was struck off the map and that of Wallangarra retained.)
The residents of Northern Queensland, deeming it likely that the expenditure on railway construction in the South would result in the neglecting of the North, petitioned Parliament not to entertain any project for the construction of railways until further representation had been granted to the Northern districts, and that, in the event of any railway scheme being adopted, mile of railway should be built in the North.
In August, 1865, a tender for the construction of the first section—30 miles—of the Great Northern line—now named the “Central”—was accepted, and the first sod turned in October, by the Governor, at the seaport of Rock-hampton. The section was opened for traffic in September, 1867.
Epochs in the History of a Nation.
(Photo, Govt. Printer, New South Wales.)
The opening, in 1854, of the first railway in Australia.
In 1872, a Royal Commission recommended that the existing portion of the Great Northern Railway be converted from the 3ft 6in gauge to 2ft. 9in., and that all extensions be built to this latter gauge. The North, however, refused such a toy railway, and, by threatening separation, succeeded in retaining the wider gauge.
While in the other colonies the capital cities were selected as the starting points for the railways, a different policy was followed in Queensland.
Ipswich is situated on a tributary of the Brisbane River, the Bremer, which is navigable only by small craft. Ipswich possessed commanding political influence, and the fate of Ministries depended, to a large extent, on the
In 1871, a Select Committee reported to Parliament in favour of the Ipswich-Brisbane railway extension, but the report was rejected after a close division, and, as the Government had a majority of one only, Parliament was dissolved, and, at the ensuing election, the “Squatters' Party” and the obstructive “Ipswich Bunch” were again successful in returning the Government to power.
In the House, during a debate on the question, it was pointed out that if the train missed the tide at Ipswich, passengers to Brisbane had to wait until the following day, while passengers from Brisbane had to wait and watch for the tides. Furthermore, the distance by water was 51 miles as against 23 miles by land.
The Minister, in reply, stated that it was not necessary to substitute railway communication for that of water, at any rate as far as goods were concerned. If a railway were constructed it would be for passenger traffic only, as goods would always be sent by the cheaper route to Brisbane—namely, down the Bremer River by lighters.
In 1872, a Royal Commission reported in favour of the railway being constructed without delay, between Ipswich and Brisbane, to the existing gauge.
The Government at last dealt seriously with the question, and a Loan Act, passed the same year, included a sum of £192,000 for this line, being at the rate of £8,000 per mile.
The first sod was turned on 30th January, 1873, but the line was not opened for traffic until June, 1875. Even then it was not quite finished, and for some time everything was in a makeshift condition.
The great extent of the Eastern coast line, 2,250 miles, from Point Danger to Cape York, several important seaports, and the diversity of climate and production, led to the construction of isolated railway systems from the coast into the interior, but these are now connected by means of the Coast line from Cairns in the North, to Brisbane in the South.
In 1874, and also subsequently, a large number of proposals for the construction of private railways on the land grant system were received by the Government, but the demands for land and other concessions were so exorbitant that all applications were rejected.
From the beginning, Queensland has followed a vigorous railway policy, with a view to opening up the far inland pastoral and mining districts, and, although the losses on working have, at times, been heavy, they are more than counter-balanced by the indirect benefits which, especially in new countries, the railways confer, by the opening of what otherwise would be inaccessible country.
The Committee of the Combined Staffs of Lower Hutt Workshops and the Maintenance Shops at Kaiwarra, which organised the recent successful picnic at Maidstone Park, Upper Hutt, Wellington.
The quantity of goods carried over the New Zealand Railways during the four weeks' period ending 2nd March was 11,539 tons greater than the total carried in any other period. The nearest approach was the 758,110 tons carried during the Departmental period ending 31st December, 1926 (the year of the Dunedin and South Seas Exhibition). But that period had twenty-seven working days in it as against twenty-four working days in this year's record. Analysed on this basis the improvement over the previous record is at the average rate of 4,000 tons per day.
* * *
“Quest” tripped it to Tauherenikau last Monday and had a “rare old outing” (says the “New Zealand Sportsman”). The railway journey from Lambton to Featherston was both comfortable and expeditious, safe and secure, quiet and restful. The arboreal hills of the Western Hutt, the meandering river through verdant pastures, and beautiful home sites, the rocky Rimutakas, with their towering heights, sheep and cattle peacefully grazing, the picturesque plains of the Wairarapa with their varied rural charms—these and other refreshing scenes marked the railway journey. One sees things worth while from the window of a railway carriage that are unobservable from a motor vehicle. Railway travelling is sociable, and whether you travel in a first-class or second-class carriage, new faces are met, new friendships formed, new ideas gleaned and new view-points learned, and then, “at the end of a perfect day,” the best attainment of all is “the soul of a friend we've made.”
* * *
Soundly constructed and well maintained permanent way is the very basis of successful railway operation. In the search for the perfect railway track many interesting experiments have from time to time been undertaken, and now the Southern Railway of England is breaking new ground, so far as the Home railways are concerned, by making extensive use of steel sleepers in place of the creosoted wooden sleepers commonly employed in Britain. Owing to the shortage of timber, the price of wooden sleepers has been increasing, and all timber employed for this purpose at Home has to be imported. Largely with the idea of reducing costs, the Southern Railway has for some time been making experiments with steel sleepers on its London-Portsmouth main line, over which pass heavy passenger trains hauled by the well-known “King Arthur” type of locomotive. These experiments proving successful, the move towards the extended utilisation of steel sleepers on the Southern main lines is being made.
The Southern steel sleepers are eight feet in length. The rail rests upon a steel baseplate lying on the sleeper, and an oak key is utilised to tighten the rail in the chair. Steel rail of 95lbs, per yard section is employed on the tracks concerned. At Home the only obstacle to the general employment of the steel sleepers is the fact that they cannot be used in electrified areas at present, nor where there are signal track circuits. As time goes on, the utilisation of steel sleepers on a big scale is likely on the four Home group lines.
* * *
Some 2,250 steam locomotives are operated by the Roumanian Government Railways, passenger carriages numbering about 2,300. Freight wagons total 51,000, and large numbers of steel tank cars are utilised for hauling the output of the rich Roumanian oil-fields. In 1927 the Roumanian railways conveyed 39,000,000 passengers and 24,000,000 tons of merchandise. The passenger carriages employed in this picturesque land are of somewhat primitive design on the branch route services, but on the principal through expresses, however, luxurious dining and sleeping cars are operated in considerable numbers (writes our special London Correspondent).
Drives His First Big Engine.
Little King Mihai, the Sovereign of Roumania, is now seven years old, and has just driven his first real locomotive, which is also named King Mihai, and is the first rail-road engine ever made in Roumania (says the “Christian Science Monitor”). It was constructed out of Roumanian materials, by Roumanian workmen, under the direction of an expert mechanical engineer, Mr. Malaxa.
At the same time that this powerful locomotive (one of the largest on the Roumanian railroads) was finished, four excellent new railroad ears also left the factory, ready for use. After they had been carefully inspected by the proper commission and approved, a group of very distinguished people, including little King Mihai and his mother and Uncle Nicolae, went down to accept officially the new train and to christen it, as it were.
After important speeches had been made by the engineer who had planned the engine, and by the Director General of the railroads, the little boy asked to be allowed to see the machinery of the big engine, and since he is the Sovereign, who could say him nay! So up he went into the cab, followed by his mother and uncle, and after looking over all the shiny knobs, and levers, and handles, he came to the throttle. Slowly he opened it. There was a solemn “Pff-pff-pff,” and gently big “King Mihai,” driven by little King Mihai, pulled Roumania's first native train out of the station amid the cheers of the onlookers.
The Roumanian people are pleased that they have begun to make their own cars and engines, and since King Mihai is like most other boys, he would undoubtedly be glad to inaugurate all the new engines.
A well-known New Zealand mercantile firm had occasion recently to hold a conference of its agents at an inland centre. The possibilities for business did not escape the notice of the Railway Passenger Agent in the locality, with the result that the exclusive use of a railway carriage was placed at the disposal of the firm's agents, who were thus enabled to start their conference three hours earlier than they could otherwise have done.
Crossing Accidents in New Zealand
Railway Department's Anxious Care.
Speaking at the Wellington Automobile Club's dinner recently, the General Manager of Railways (Mr. H. H. Sterling) said:— “I cannot regret sufficiently, either the frequency with which there appear in the columns of the Press alarming headings, such as ‘Another Crossing Fatality,’ ‘The Deadly Level Crossing,’ etc., or the extreme tone of some letters we receive about accidents at railway crossings. As a Department of State, we have given anxious and constant consideration to the protection of human life, both on and off the railways, in relation to level crossings. From time to time we carefully make up our programme, and go with the utmost care into every circumstance bearing upon such crossing as it affects the motorist and the train. But even then, we find accidents happening where we did not think they could.”
“Just as all of us have to live within the limits of our purses, so the railways have to live within the limits of the purse of this country. If we could, we would wipe out every dangerous level crossing; but we have not the magic wand.”
“Without fear of contradiction, I say that our record in New Zealand will bear the most microscopic investigation. We get innumerable suggestions as to what should be done. People say we should put in crossbars and bridges, and put men on to guard the crossings. But on investigation we find that, over a large part of the Continent of Europe, crossing keepers are being cut out, leaving the onus of protection entirely on the motorist.”
“I want to say (and it is not generally known to the public) that the Department has no control over the question of vision at crossings where improved visibility could only be obtained by some action affecting private property; but I do say that, within the limits of its power, the Department does its best to make level crossings fool-proof.”
A view of the Riccarton Road level crossing. Christchurch, shewing the automatic “Wig-wag” alarm signal.
“The charm of this enchanted ground…”—Byron
A superb view of Franz Josef Glacier from “Christmas Outlook” (about 3,000 feet above sea level). The reader is asked specially to note the height of the trees on the left, and to imagine this remarkable scene in January when the rata is in bloom, and this great river of luminous ice, in all its varied colourings, framed in a blaze of scarlet against vivid green.
—Copyright.)E. E. Muir .
To attempt to give an adequate description of the Franz Josef Glacier and its wonderful setting, and so present a satisfactory picture of its extraordinary grandeur is to set out upon no mean task. Having spent over a fortnight on holiday in that wholly unique region and seven days of that in climbing the Glacier from the terminal face to its head, and in viewing it from numerous points of advantage under varying conditions, the writer hopes to be able to convey some of the impressions he received.
The Franz Josef Glacier is singularly beautiful, so beautiful indeed, and centred amidst such wild, exceptional, and picturesque surroundings that if it were situated in any other country than New Zealand it would long ago have been acclaimed “The Most Beautiful Thing in the World.” Surely no modest title to distinction, but the amazing part is that there are so many reasons for advancing in support of it. With the sole exception of its majestic neighbour, the Fox Glacier, located only seventeen miles further South, there are many who are agreed in asserting that there is no other glacier that can be compared with it in the combination of so many phenomena, and, therefore, in its exceptional loveliness.
Debouching out of one of the two greatest snowfields in the Southern Alps—the Fox flows out of the other, which adjoins—the Franz Josef descends over 8,000 feet in the comparatively short distance of eight and a half miles to as low an altitude as 692 feet above sea level, and to within ten miles of the open sea, factors which make it easily accessible to all, and which are so unusual as to be non-existent outside the Arctic and Antarctic circles. Glaciers descending to such freakish levels may be found in the Polar regions, but not within such a short distance of the ever-open sea. The Franz Josef, again, is specially notable for another outstanding characteristic which they do not and cannot possess, and that is that, for a great part of its length, it plunges thousands of feet into the most luxuriant subtropical vegetation to be seen in any part of the world, into sylvan glories which only South Westland can show…. Walled in on both sides by towering and permanently snow-clad ranges that reach up into the sky, “The Franz,” as this superb creation is affectionately termed, has additional claims to renown. One of these is that, unlike the vast majority of other glaciers, it carries so little moraine (disfiguring mountain debris carried down by the ice), as to be almost free from it down the whole of its surface, white ice even being seen in its terminal face; another is that, owing to its precipitous descent, it is one of the most broken glaciers in existence, being punctuated down the whole of its trunk by yawning crevasses and enormous ice-falls in which giant pinnacles, 100 and 200 feet high, appear in the most jagged and fantastic shapes. It is this remarkable grouping of rare features, and with each of them in its most pronounced form, that makes the Franz Josef the marvellous thing of beauty it really is.
Viewed from “Christmas Outlook,” some 3,000 feet above sea level, on Alec's Knob (4,288 feet), one of the lower peaks of the Kaiser Fritz range flanking the glacier on its Western or right-hand side looking up, the Franz Josef cannot but arouse the deepest feelings of reverence at the wholly delicate and yet sublime magnificence of the Creator's handiwork. It shines out as a vast, living, flaming jewel in the mountain side, scintillating under the brilliant rays of the sun like billions of gems of the finest hues…. Colossal and continuous masses of glowing white ice, measuring from half-a-mile to three-quarters of a mile in width and flowing at the rate of from 3 to 15 feet per day, are to be seen journeying down in weird, chaotic splendour, showing out here and there in splashes of the palest blue, in the most delicate shades of green, in violet and in saffron. In its colours, moreover, it is always changing—which is part of its strange enchantment—painting, as only Nature can paint, the most
Yet the higher one climbs up Alec's Knob or Mt. Moltke (6,509 feet), on the Western side, the more entrancing becomes the view. The phantom-like pinnacles, the deep crevasses grow smaller and smaller until at last they appear as the filmiest of gossamers with silken sheen draping this wonderful, ever-flowing river of luminous ice…. The Almer Glacier is disclosed entering “The Franz” from the left, the Melchior and Agassiz Glaciers at the head, and higher up still “The Franz” itself emerging from the enormous glittering snowfields which ascend to such an elevation as to dwarf even the mighty peaks of the Great Divide.… . Yes, when seen to such advantage, framed in the blaze of the rata, under a sapphire sky, and in golden sunlight, the Franz Josef Glacier may confidently be said to deserve even that proudest of titles—“The Most Beautiful Thing in the World.”
To see the glacier from the plain and the heights, however, is not enough. One must go upon the ice, spend whole days upon the glacier itself in ascending and descending it, to experience a variety of sensations which are new to most. The easy but unforgetable walk of three miles along the well-formed track through the virgin forest and beside the rushing Waiho River up to the face of the glacier; the immortal notes of the tuis and bellbirds; the reflections in Peter's Pool; the thrills in excelsis of crossing genuine ice razor-backs under the direction of experienced guides, who cut nice steps across; the joy of getting on the white honeycombed ice; the passing through bewildering mazes of crevasses and ice-falls out of which it seems ever impossible to emerge, but through which the guides readily find their way under the magic touch of the ice-axe; the fascination of the blow-hole, going deep down, up which surging waters gurgle and the glacier seems actually to breathe; the introduction to one's first moulins (of which there are scores), round holes in the ice which go down to mysterious depths, getting bluer and bluer as they descend, and into which sparkling rills, clearer than crystal, tumble in riotous glee; the music of running water on the melting ice, and of streams, cataracts, and high waterfalls (the Unser Fritz waterfall, above Cape Defiance, is no less than 1,209 feet high), cascading in feathery foam down the mountain sides; the distant boom of avalanches—these are some of the delights to be met with in the popular journey up to Defiance Hut (2,657 feet), two and a-half miles up the glacier.
Road Approach to Franz Josef.
The Main South Road of the West Coast.
But one is most impressed by witnessing evidences of the mighty forces which have been at work when the ice-stream, acting under periodical accumulations of snow in the mountains, has been in flood, rising in great billows which have swept the lower portions of the mountain walls clear of all vegetation for heights of hundreds of feet. This is particularly noticeable on the left, or Eastern wall, below
During the past sixty years there have been two great swellings, the last of which, twenty years ago, cleared away the gallery erected some 200 feet above the usual level of the ice for the convenience of tourists. Two years ago Mr. Arthur P. Harper, President of the New Zealand Alpine Club, and one of the foremost authorities on the subject of the Franz Josef Glacier, predicted that another wave was now due, and his forecast has been so accurately fulfilled that Mr. Peter Graham, the celebrated alpine guide, states that this wave is now on, the ice being at least 100 feet higher than usual with the climax yet to come. “Vegetation,” he says, “which has grown within the last twenty years, is now being carried away, and the present wave will go on probably for another two years.”
It is the trip from Defiance Hut up to the Almer bivouac, on the shoulder of the Baird Range overlooking the Great Ice-Falls, however, that is the most exciting. The route lies over on to and up the middle of the glacier, passing to the left in front of the Great Ice-Falls, up the Glacier again for a long stretch, across the junction where the Almer Glacier flows into “The Franz,” and then up the face of the Almer ridge to the bivouac above. The Almer Glacier, badly discoloured with mountain debris, is a vision of wickedness at any time, but as we saw it in January, when it was still coated with red dust blown over the Tasman sea from Australia in October last, it was more evil-looking than ever. With scores of super-imposed pinnacles, 200 feet high, crowding closely down upon one another, they were cracked at their bases and leaning forward at an ominous angle as if they were about to topple over at any moment. Passing up under the face of these, too close to be at all pleasant, and with Guide Jack Pope cutting steps the whole way, we could actually feel the ice moving under our feet as the great pressures met, and, worse still, heard it creak and groan! …. Needless to say, no matter how tired we were (we had climbed Mt. Moltke that morning from Defiance Hut), we did not linger to enjoy these sensations, or to admire the scenery, but pressed forward with all possible speed. Even the guide, accustomed to such things, said, “We will get past here as quickly as possible.” And we kept hard upon his heels. But, oh! the “pace” was by no means killing; it seemed at the rate of about a quarter of a mile an hour, and may have been less than that.
Sensations on the Ice.
Yawning crevasses on Franz Josef Glacier.
Having safely negotiated this truly awe-inspiring junction of the tributary with the main ice-stream, not without a very pronounced feeling of thankfulness, we then did the wholly stiff climb of from 800 to 1,000 feet up the so-called “grassy slope” to the Almer bivouac, amid the snowfields above.
From this height, close upon 6,000 feet above sea level, situated in the bosom of the Alps, we enjoyed our evening meal, watching the glorious sunset with its gorgeous effects—looking up, across, and down the Great Ice-Falls of the Franz Josef, bulging and falling abruptly over 1,000 feet between enormous and
Abide with us: for it is toward evening, and the day is far spent. Luke, 24, 29.
The sun, now a huge blazing disc, dipped down rapidly behind the mighty bulk of Room; the lights changed from gold and amber to pink, and then paled into silver; the shades of night fell down fast upon us. So we turned in, our slumbers broken only by the noise of the friendly keas as they cluttered up and down the roof, and by the tumbling of the ice on the glaciers which completely encircled us.
Early Morning Scene From Almer Bivouac.
(Govt. Publicity Photo.)
An unforgetable view taken from just above the Almer Bivouac (in the foreground), at an elevation of close upon 6,000 feet, showing: (1) The Franz Josef Glacier flowing down towards the sea; (2) On the left the lower peaks of the Kaiser Fritz Range comprising the snowfields of Mt. Moltke, Tower Saddle, Lemner Peak, Ebenezer Peak, and Alec's Knob; (3) The glacier-fed Waiho River finding its way to the open sea, about fifteen miles distant from the photographer; and (4) To the right, portion of the Baird Range and the Almer Glacier joining the “Franz,” about 1,000 feet below the camera. Cape Defiance, at the foot of which the hut is situated, is seen directly over the man's head, only it is 3,000 feet below.
Obituary
There died recently at New Plymouth. Mr. Frederick Moorhouse, formerly Conservator of Game for the New Zealand Tourist Department, a position from which he retired about twelve months ago. He was one of the original members of the staff of the Tourist Department, and was well known to all visiting fishermen and sportsmen.
Mr. Moorhouse was at one time in the railway service, having joined as a cadet, in Dunedin, in April, 1876. In January, 1878, he was Booking Clerk at Milton. For the benefit of his health he asked to be transferred to outside work, and was appointed porter at Dunedin on 1st November, 1878, and shunter on 1st April, 1881.
On 5th November, 1881, he resigned in order to visit England. He rejoined the service on 5th February, 1883, but only remained three months, when he resigned his position of shunter at Oamaru to accept employment elsewhere.
While at Dunedin he was employed for some time as pilot between Dunedin station and Anderson's Bay Road junction. At that time the trains of the Dunedin Peninsula and Ocean Beach Railway Company ran to and from Dunedin Station. Although block working was in operation between Dunedin and Caversham, all trains were worked by pilot on the jointly used track between Dunedin Station and the junction of the Company's line at Anderson's Bay Road.
Railways in Modern Life
The Romans conquered by building roads, the modern world, by building railways. Yet both are but a one-dimensional means of movement, and, in type, so near related, that even to-day the gauge of our railway lines is the gauge of the Roman chariots. Suppose now that these roads and railways could suddenly expand laterally, so that from a few feet broad they could expand to a few yards in breadth, then to hundreds of yards, miles, and hundreds of miles, until it is as easy to move over the surface of the earth as over the surface of the sea. A second dimension would be given to movement; a new world would be born, since a stupendous sleeping power would be awakened. Stephenson improved the chariot. In place of taking three weeks to go from London to Edin-burgh, we can now travel there in eight hours. He conquered Time rather than Space. The storming of the Bastions of Space, this is the problem of the future, and one of our engines of conquest is the cross-country machine.—Colonel J. F. C. Fuller in Pegasus.
Norwegian State Railways
(From Our London Correspondent.)
New railways recently opened in Norway direct attention to a transportation system, regarding which, little is heard in the ordinary course of affairs. The Norwegian railways are mainly the property of the Government, and had their birth some seventy-five years ago. The nature of the country traversed has been responsible for many unique engineering structures while the heavy gradients everywhere encountered, call for the employment of very powerful locomotives. The main trunk route runs from Oslo, the capital, to Bergen. On this line from Voss to Myrdal no less than twenty-five tunnels are passed through, of which the Gravehals Tunnel is the most important. This is about 17,421 feet in length, and occupied twelve years in building. Norway is unique in possessing the most northerly railway in the world, this being the line that runs from Narvik into northern Sweden, where connection is afforded with routes running to Stockholm, Finland, Russia, Siberia and points on the Pacific Ocean, this constituting the longest direct railway ride on record. As the possessor of immense natural beauties, Norway is favoured by tourists from all over the five continents. To meet the needs of this profitable business, the Norwegian State Railways have recently put into traffic many new types of tourist car for both long and short-distance movement, while plans are also being formulated for the introduction of special motor coach tours (operated by the railway authorities themselves) over the roads in and around the more popular scenic haunts.
What Industrial Accidents Cost
In a recent interesting address on accident prevention, Mr. E. Hoult, of Messrs. Edgar Allan and Co., Ltd., Sheffield, England, stated that: “According to the Home Office returns of workmen's compensation for the last eight years, over 3,000,000 British workers had been sufficiently badly injured to be compensated, and over 22,000 had been killed. During that period compensation payments alone amounted to just under £50,000,000. Eminent statisticians have calculated that the gross total cost of accidents to industry is between three and five times the amount of compensation. Consequently, those eight years have cost the country some £200,000,000… It was obviously just as much a humanitarian as a business necessity to consider whether these figures could be improved.”
Wit and Humour
A Swiss hotel proprietor, in a notice advertising his wine, said: “The wine sold in this hotel is highly recommended. It leaves the traveller nothing to hope for.”
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A Hindu baker in Bombay who catered for the English community, advertised himself as “a first-class British loafer.”
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The foreman of a jury which had been considering its verdict, was asked if the jury were all agreed, and replied: “Yes, we are all of one mind, temporarily insane.”
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“Did the mothballs I sold you kill the moths?” asked the chemist. “No,” replied the customer, “I tried for five hours to hit 'em, and missed every one.”
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Our school is ventilated by hot currants.
A refugee keeps order at a football match.
A glazier is a man who runs down mountains.
Every morning in summer the son came shinning in at my window.
Before starting for a picnic we cut some sam-wedges.
Nets are holes surrounded by pieces of string.
A pilot is a sea-robber who robs every ship he comes in contact with.
A grass widow is the wife of a dead vegetarian.
Psyche was a black boxer who fought Carpentier.
Petroleum is what you cover floors with.
A fort is a place to put men in, a fortress is a place to put women in.
Dust is mud with the juice squeezed out.
Signals and Signs
“Hey, you gentlemen will really have to converse elsewhere-you're playing the very deuce with the shunter's signals.”
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A country paper gives its readers this advice: “When a lady and a gentleman are walking on the footpath, the lady should walk inside the gentleman.”
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A foreman thus addressed one of his men who was about to descend from a scaffolding: “Hurry up and come down and take your time.”
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“The man who gives in when he is wrong,” said the street orator, “is a wise man, but he who gives in when he is right is—”
“Married,” said a weak voice in the audience.
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Vicar (to village reprobate).—“I am pleased, John, that you have turned over a new leaf. I was glad to see you at our temperance hall last night.”
John: “Is that where I was?”
Of Feminine Interest
A belted coat, in heavy quality tweed, with seam down the centre back, patch pockets and double-breasted effect, as illustrated below.
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The most efficient and intelligent homemakers already appreciate the absolute necessity of having a kitchen stool of the proper height in order to conserve their time and energy. These high stools have long ago taken on the added convenience of serving also as a stepladder. There is a new combination of stepladder and stool, the seat of which may be lifted to serve as a hand support for balancing the body while mounting the steps. There are three steps resting on the rungs, the upper one directly under the seat. When the seat is in an upright position, it is held firmly in place by hinges set at the proper angle to prevent tilting. This piece of equipment comes in the several popular colours predominating in modern kitchen furnishings.
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The next time you see fresh cocoanuts remember there is no problem about shelling them if you slip them into a very hot oven for a few minutes until the shell expands and separates from the nut. The shell then can easily be cracked and lifted off.
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A folding stand for holding the clothes basket at a height which makes stooping unnecessary when the clothes are being hung to dry, is a most desirable piece of equipment to own, especially when it can be easily rolled about or folded up out of sight when not in use. This should also make a very useful stand for holding the baby's tub or supporting a padded board on which he may be dried and dressed. It could also be used for a service wagon to carry the tray of soiled dishes from the dining room after the meal; or, it may provide, temporarily, extra working surface in the kitchen.
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Tiled hearths should not be washed with water as this causes the tiles to split. They can be cleaned quite well with a cloth dipped in paraffin.
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A Black Cat cushion for luck, as well as comfort for the motor-car driver, may be made from patent-leather, suede or cloth.
To Make: Cut the material double to size required. Paint face on one piece for front, using white paint and a fine brush. Use rose felt for tongue and bow. Sew tongue from wrong side. Sew back and front together, leaving lower edge open for packing. Stitch bow in place, then stuff with kapok, and sew lower edges.
Made of black satin, the cat will also be a jolly addition to a girl's room.
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Clean a pint of large oysters. In a dripping pan place small oblong pieces of toast, put an oyster on each piece, season with salt and pepper, and bake until the oysters are plump. Serve with 3 tablespoons butter creamed with half teaspoon salt, I tablespoon lemon juice, and a few grains cayenne.
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The way to keep a circle of friends is always to act on the square.—“Mutual Magazine.”
Promotions Recorded During April
Traffic and Stores Branches.
Bate, O. E., to Relief Clerk, Gr. 6, Dunedin Goods.
Bond, P. J., to Stationmaster, Gr. 2, Napier.
Bowman, R., to Passenger Foreman, Gr. 6, Christchurch.
Brown, A. C., to Assistant-Stationmaster, Gr. 3, Christchurch.
Chesterman, W. O., to Ticket Inspector and Timber Checker, Gr. 6, Greymouth.
Fanzelow, G. H., to Goods and Relief Clerk, Gr. 6, Westport.
Gosden, A., to Passenger and Yard Foreman, Gr. 5, Marton.
Knights, P. W., to Senior Clerk, Gr. 5, Greymouth.
Lawrence, W. J., to Yard Foreman, Gr. 5, Christchurch.
Lowe, A. E., to Assistant-Relieving Officer, Gr. 6, Greymouth.
Lynch, D., to Yard Foreman, Gr. 5, Bluff.
Masson, F. W., to Relief Clerk, Gr. 6, Frankton Junction.
Milligan, P. E. O., to Ledger Clerk, Gr. 6, Auckland Goods.
Reid, J., to Stationmaster, Gr. 2, Invercargill.
Watson, C. R., to Shift Clerk, Gr. 6, Waipukurau.
Montgomery, H. J., to Clerk, Gr. 7, Woodlands.
Jones, W. J., to Clerk, Gr. 7, Signals, Wellington.
Anderson, H. A. M., to Upper Hutt.
Francis, G. L., to Wanganui.
Petherick, A. L. R., to Cross Creek.
Roberton, F., to Ohakune.
Abel, D., to Auckland.
Clark, V. A., to Hawera.
Cooper, G., to Christchurch Goods.
Ferguson, W. J., to Dunedin Goods.
Green, S. W., to Frankton Junction.
Martin, H. S., to Frankton Junction.
Mawson, W., to Palmerston North.
Parnell, S. W., to Invercargill.
Smeaton, T. G., to Hawera.
Doherty, J., to Thorndon.
Kitto, H. C. E., to Petone.
Maintenance Branch.
Engineer's Branch.
Henderson, A. S., to Chief Draughtsman, Gr. 1, Wellington.
Reynolds, J. A., to Assistant-Engineer, Gr. 5, Christchurch.
Smith, H. L. P., to District Engineer, Gr. 2, Ohakune.
Head, H., to Gr. 6, Blenheim.
Hoffmann, F. A. G., to Gr. 5, Stratford.
Macken, C. A., to Gr. 4, Frankton Junction.
Nelson, D., to Gr. 3, Wellington.
Stringer, C. H., to Gr. 5, Oamaru.
Kilpatrick, J. T., to Palmerston North.
Askew, C. H., to Mokoia.
Michalick, T., to Toko.
O'Regan, J. J., to Puketutu.
Locomotive Branch.
Angus, R., to Sub-Foreman, Gr. 6, Hillside.
Ball, R. H., to Assistant Erecting Shop Foreman and Inspector, Gr. 5, Hillside.
Black, G. E., to Sub-Foreman, Gr. 6, Grey-mouth.
Griffiths, A. H., to Boiler Shop Foreman and Inspector, Gr. 3, Hillside.
Harman, A. E., to Sub-Foreman, Gr. 6, Hill-side.
Mayer, R. C. W., to Electric Overhead Crane Operator, Otahuhu.
Moore, J. D., to Structural Shop Foreman, Gr. 5, Addington.
Newlands, J., to Sub-Foreman, Gr. 6, Hillside.
Oxenham, F., to Sub-Foreman, Gr. 6, Greymouth.
O'Hern, D. P., to Sub-Foreman, Gr. 6, Addington.
Waters, F. T., to Chief Clerk, W.S.M.O., Gr. 3, Otahuhu.
Williams, A. J., to Sub-Foreman, Gr. 6, Hutt.
Earley, H. A., to Paeroa.
Rolton, A. T. M., to Christchurch.
Smith, S. R., to Invercargill.
Suggestions and Inventions.
Commendations.
Brough, J., Ganger, Wanganui.—Suggested tool for holding crossing bolts.
Conder, H. J., Porter, Levin.—Suggestion that passenger car be attached to Nos. 663 and 665 goods trains.
Dickson, D., Maintenance Workshops, Addington.—Suggestion re pivot box castings of locomotive turntables.
Dobson, L. E., Cadet, D.T.M.O., Dunedin.—Suggested use of code words to acknowledge train advices and train running telegrams.
Goodall, F. A. J., Cadet, Head Office.—Suggestion re saving of stationery in accounting for excursion tickets.
Gordon, J., Inspector of Permanent Way, New-market.—Suggestion re stock rails for trap points.
Heyward, H. G., Sub-Foreman Fitter, Hutt.—Suggestion re damper lever for standard forges.
Hollis, K. J., Fitter, Hutt.—Suggestion re damper lever for standard forges.
Hurley, E. M., Casual Painter, Eastown.—Suggestion re brackets on step-ladders.
MacLean, F. I., Porter, Utiku.—Suggestion re use of “Pyrex” lamp chimneys.
Maloney, H., Porter, Lyttelton.—Suggestion re porter assisting guard on No. 48 train to Lyttelton.
Paepke, R. A., Porter, Hastings.—Suggestion re lettering and numbering of advertising posters.
Renz, R. F., Leading Blacksmith, Eastown.—Suggestion re lever for platelayers' track jacks.
Shinnick, P. E., Storeman, Hastings.—Suggestion re sealing doors of “Z” wagons.
Taylor, A. T. H., Stationmaster, Washdyke.—Suggestion re reduction in rates on tallow ex Washdyke and Timaru.
Thompson, A. R., Stationmaster, Dannevirke.—Suggested improved loading board for “J” and “S” wagons.
Buchanan, G., Enginedriver, Christchurch.—Awarded bonus of £2 for his suggestion re the running of No. 48 (light engine) as as a passenger train from Christchurch to Lyttelton.
Quinn, J. F., Casual Boilermaker, Petone.—Awarded bonus of £2 for his suggestion re cast iron blocks for flanging and corrugating steel drawers used in making engine-drivers' tool cabinets.
Amost interesting lecture on the subject of “Steels and Steel Manufacture,” was recently delivered before some twenty-five senior apprentices of the Railway Workshops at Lower Hutt. The lecturer was Mr. C. E. Newhouse, a representative (and one time Chief of the Research Laboratories) of the well-known English firm of steel manufacturers, Edgar Allen and Company.
After tracing the history of the manufacture of steel, Mr. Newhouse went on to give some examples of its uses. He told how he had seen large steel castings, weighing many tons, made by the ingot process. By this process the greatest amount of steel that can be made in one ingot is 60lbs. In one case the famous German firm of Krupp had, by this method, made a casting of over 200 tons—a fine performance, especially when it is realised how many ingots that had, simultaneously, to be brought to the same mix and to the correct temperature, for casting. Stainless steels were next explained by the lecturer, then the carbon, and the high speed steels used so much in our present workshops. It was stated that a good machine in which a poor tool was used could not produce good work—a first-class tool was, in all cases, essential to the production of work of high quality.
The construction of steel safes was also interestingly referred to by the lecturer. He explained how, by placing a composition sheet of steel (consisting of alternative layers of soft and very hard steel) in vulnerable parts of the safe, that even the best of steel tools would fail to penetrate it. However, owing to the use, by safe-breakers, of the oxy-acetylene flame, the safe manufacturers had a further problem to solve—to make the steel of the safe resist the action of the flame. Thanks to the ingenuity of the steel safe manufacturers, this latter difficulty had been overcome.
The lecturer then touched on the question of the action of moving vehicles on the rails, and explained how a steel rail changed as a vehicle runs over it.
Mr. Newhouse spoke with a wide knowledge of his subject, and his highly instructive lecture was listened to with the closest attention throughout. At its conclusion he was heartily thanked by Mr. G. Carter, Apprentice Instructor at the Workshops.