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A Specially bound copy of the Royal Visit number of our Magazine, with the cover design hand-painted on purple silk, was presented to H.R.H. the Duke of York by the Board Chairman (Mr. F. J. Jones), on the last day of the Royal Tour.
His Royal Highness, having expressed his interest and pleasure in the production, asked for an ordinary copy. This he returned, after writing in it—beneath the photograph of the “Renown”—the following message to the reilwaymen of New Zealand:—
In stoking up for the second year's run of our Magazine, the question of fuel—its choice, quality, weight, power and source—calls for more than passing attention.
There are sources from which a plethora of material may be obtained. In addition to our own efforts, exchanges may be tapped, special writers engaged, publications clipped, and readers drawn upon.
For the benefit of the public and the welfare of the service—the two objectives of the Magazine—we feel that the most valuable source of data is our own readers. By publishing a large proportion of original matter contributed voluntarily by those who receive this journal, it has been possible throughout its pages to make a distinctive appeal not otherwise easy of attainment, and our grateful acknowledgements are due to all who have assisted in this way.
There are, however, large numbers of capable railwaymen—many of whom are known to us either personally or by repute—whose thoughts upon the work immediately under their hands would be greatly appreciated by their fellows, but who, so far, have not taken advantage of the opportunity which our pages offer to make themselves articulate. Some of these are men of the younger generation, already holding responsible positions, keen to progress to executive control, and well equipped with both the knowledge and the capacity to impart it which would render their studied opinions and expositions of considerable value to the rest of the staff. That they have, up to the present, remained gloriously mute, may be a tribute to their modesty; but there are times when the quality of silence may be overstrained, and that to their own hurt.
The mere effort to write helps to clarify the writer's thoughts upon the subject to be dealt with; it induces research, and gives scope for the exercise of all one's capacity for well-ordered thinking, self expression, and the constructive development of ideas.
Not everything that is contributed can go into the magazine. A proportion of articles are unsuitable; some are not in keeping with the policy in view; others, again, just miss the mark through want of point, similarity to previous writings, or lack of general interest. But failure to have your contribution published does not in any way lessen the value of the effort which the writing entails. The effort is, in itself, a useful discipline of the mind, and one always knows more about a subject after writing upon it than before taking pen in hand.
An endeavour is made to find room for any worth-while matter, irrespective of the position occupied by the contributor.
Railway operations are now recognised as a national rather than a departmental business, and the interest in them extends for beyond those directly concerned in their working and use. Besides the business effect of their methods of management and the general reflexive action of their financial results on Dominion prosperity, the romance of railways has a much broader appeal than is commonly recognised, and interest in the intimate details of their working is wonderfully deep and sustained. The child's desire with a watch to get the cover off and “see the wheels go round” is shared by a multitude of grown-ups where railways are concerned.
We are endeavouring to satisfy that curiosity and to extend still further the public interest in our transport problems and their solution. In this work we have received, and expect to receive still more abundantly, the willing co-operation and assistance of our readers—both within, and outside of, the Railways—in the Dominion as well as overseas.
The report of operations on the Commonwealth Railways for the year ended 30th June, 1926, is to hand. It shows that the losses on the Trans-Australian and Northern Territory Railways have been steadily reduced at the rate of about £20,000 per annum since 1921, so that in the last financial year the loss (excluding interest) amounted to only £8,462.
The Commissioner predicts that the current year will show an operating gain.
It is noted that the number of passengers on the Trans-Australian Railway by the triweekly services averaged 83 per train. This line, 1,051 miles in length, links up Kalgoorlie (the inland terminus of the Western Australia line from Perth) with Port Augusta at the head of Spencer's Gulf in South Australia. It is the inland way across the greater part of the Continent, but its utility, particularly for trans-continental goods traffic, suffers from the fact that its 4 ft. 8½ in. standard gauge connects at each terminus with a 3 ft. 6 in. gauge, while connecting lines bring it into touch with the 5 ft. 3 in. gauge of Victoria.
The passenger carnings of the Trans-Australian Railway amounted last year to £138,545 and the goods earnings to £51,370.
Although the line was originally construetructed—at the cost of £7,500,000—for the purpose of connecting Western Australia with the Eastern States, it opened up for settlement vast areas of land requiring only an adequate water supply to make them fertile. It is only recently, however, that boring for water, and water conservation has been taken in hand.
Under the above heading the “Dominion,” Wellington, tells the following experience of a visitor from Australia:—At least one Sydney visitor to Wellington has cause to speak well of its residents' sense of honesty, through his own experience. “When you lose money in Sydney you never expect to see it again—that would be asking too much,” said the visitor, “but in Wellington the chances seem to be altogether in favour of the loser reclaiming. My experience was simply this: I went to pay for two railway tickets to Trentham at one of the boxes outside the station during the races. Instead of passing over a tenshilling note and the odd silver I was careless enough to hand in an Australian ten-pound note, which is the same size and something of the colouring of your ten-shilling note. When I arrived at the course I discovered my loss, and considered it gone for ever, as anyone from Sydney would. Anyhow, I told the secretary (Mr Griffiths) my trouble, and he was good enough to ring up the railway station in town with my tale of woe, and, sure enough, one of the men in charge of a box had registered a tenner over cash. Can you imagine that happening in Sydney?”
Definite arrangements are made in all New Zealand booking offices for the detection of instances where errors of overpayment are made by customer purchasing tickets, any excess amounts discovered in balancing being placed to a suspense account and made available for refund to claimants—after due inquiry into the circumstances.
I wish to say how pleased I am that you have been able to carry through so successfully the important work which fell to your lot in connection with the transportation of Their Royal Highnesses, the Duke and Duchess of York, during their recent tour through the Dominion.
As Minister of Railways, I am proud of the performance which the Department has thus put to its credit, and as head of the Government, I desire to express my colleagues' appreciation of the splendid manner in which all members of the Service rose to the occasion throughout the period of the Royal Visit.
From the Railway Board.
Although an expression of thanks has already been conveyed to the staff by circular on the conclusion of the tour of Their Royal Highnesses the Duke and Duchess of York, the Board feels that the occasion should not be allowed to pass without also placing on record in the magazine a full acknowledgment of the excellent work performed by all members of the Service who were in any way concerned with the arrangements.
The programme which the Department was required to carry through was an exceptionally heavy one, involving the preparation of special services in each Island and the running of almost ten thousand train miles by the Royal, Pilot, Emergency and empty trains called for by the Dominion itinerary.
The whole of this preparation and transportation was performed, not only without mishap, but with a spirit of helpfulness which reflects the highest credit on everyone concerned.
The Board is sensible of the fact that but for the cordial assistance rendered in every sphere by the men engaged on the work, from the building of the trains to their running, catering, and protection, the completion of the programme, correct to the finest detail, would not have been possible.
In recommending that the Railways should be utilised to so great an extent for the journeys in both Islands, the Government showed its confidence in their capacity to meet the requirements, and, at the conclusion of the tour, with information available from every source, the Board is fully assured that no trace of fault has been found with the manner in which the staff fulfilled their functions.
On many occasions emergency conditions had to be dealt with, but in every instance the men concerned proved adequate to the occasion, whilst the smooth dove-tailing of branches in the correlation of their work was a marked feature of the tour.
The result was an achievement which gained the warm appreciation of our Royal visitors and is one which the Railway administration and the staff of the New Zealand Railways may look back upon with pride. But it served a further purpose; for the manner in which the railwaymen of New Zealand stood together in their whole hearted endeavour to make the most of this opportunity to show both their loyalty to their Empire and the quality of their craftsmanship has helped to raise still higher the estimation in which the Railways are held by the
Before leaving New Zealand, His Royal Highness The Duke of York desires me to send you, as Minister of Railways, the accompanying framed photographs of the Duke and Duchess for presentation to the Engine Drivers, Firemen, and Cleaners Association as a mark of his grateful appreciation of the services rendered by the Engine Drivers and Firemen on the Royal train in the North and South Islands. His Royal Highness wishes that he could have thanked them all personally, but circumstances, unfortunately, made this impossible.
In our February issue an attempt was made to anticipate pictorially the course of the tour of their Royal Highnesses the Duke and Duchess of York over the railway portion of their journey through New Zealand. A full record of the run, from the time the Royal Party joined the train at Auckland to the moment of alighting at Bluff, viewed from its railway aspect, should prove historically interesting. Space, however, prevents the publication of a complete account at present.
In the North Island, railway routes were followed from Auckland via Frankton to Rotorua. For the balance of the journey the train was also used excepting for the motor run between Rotorua and National Park. These train journeys included the Main Trunk run from National Park to Marton and through Taranaki to New Plymouth, returning by the same route and thence across the Island to Napier from whence the journey to Wellington was made via the Wairarapa line and over the Rimutaka incline. The wonderful variety of scenery encountered in the course of this itinerary and the general impression of well-being created by the appearance of the happy groups at every stopping places, made a big and lasting impression upon our Royal visitors and their entourage.
The northern portion of the journey in the South Island was made mostly by motor, but at Inangahua, on the West coast, junction was made with the northernmost tentacle of the South Island Main Trunk system, and thereafter all travelling on the tour, excepting that from Cromwell to Kingston via Pembroke and Queenstown, was made by the South Island Royal train.
When it is remembered that a distance of over 1,700 miles out of a total itinerary comprising slightly over 2,000 miles was traversed by rail, it may be understood to how great an extent the railways of this country were used in preference to other modes of travel by our Royal visitors on their mission of Empire.
I want to take this opportunity of not only thanking you and your staff for the manner in which the construction and alterations to the vehicles used on the Royal train in the South Island was done, but to congratulate all concerned on the excellent workmanship exhibited. The finish of “Passchendaele” and the Royal train was all that could be desired. The Royal car itself is, to my mind, the finest car yet built in New Zealand. The workmanship is equal to, if not better than, that of any car that has been built at Home and I am extremely proud to think that under the existing conditions, such highly satisfactory work, which reflects the greatest credit on all of you, could be accomplished.
In conclusion, the whole-hearted enthusiasm and untiring efforts of all grades to put on the New Zealand Railways a car which, for the purpose of transporting such distinguished visitors, would be a credit to the Dominion, was a source of gratification and pride. I greatly appreciate all that has been done.
“Having seen special rail carriages in different parts of the world, I can say, unhesitatingly, that the royal car was quite one of the best, and I am bound to state that the general appearance and finish are equal to, if not better than anything of its kind.”
Mr. F. J. Jones, Chairman of the Railway Board, was invested by His Royal Highness the Duke of York, at Dunedin on 18th March, as a Member of the Victorian Order.
Mr. Jones wishes it to be understood that he regards this, not as a personal honour, but as one conferred on the whole Railway service of the Dominion of which he, in his capacity as Board Chairman, is the personal representative.
Amongst other members of the Service, accompanying the Royal train, who were presented to Their Royal Highnesses were:—
Messrs. F. C. Widdop. Chief Engineer: G. S. Lynde, Chief Mechanical Engineer; R. S. Kent, Divisional Superintendent, South Island; E. Casey, Acting Divisional Superintendent, North Island; J. F. Mackley and L. W. Robertson (Locomotive Engineers); E. Lindsay, Controller, Refreshment Branch; H. A. Fansclow, Assistant Controller; W. H. Wainwright and J. Hendra (chefs); A. H. W. Evenden and P. H. Stevenson (Supervisors); E. G. Horsman (Rooms Manager); J. W. Lyon (Storeman); R. F. Strong (Head Waiter, Royal car); J. S. Hooper, J. W. Coughlan and M. E. Connolly (Waiters); L. Neilson and F. Dick (Cooks); J. H. Colthurst, F. Hazlett and A. H. Reeves (Luggage Staff).
Each of the above was also presented by His Royal Highness with a personal souvenir of the visit.
Some of our recent settlers seem a little discontented with their outlook in New Zealand. In such circumstances would it be inadvisable to recall some of the difficulties our early settlers had to encounter?
In four weeks it will be sixty-three years since I landed at the Bluff. Otago and Southland were prosperous—gold diggings were in force. The miners required supplies and they could pay for their needs. Some of the newcomers had not pleasant passages. Our good vessel took 128 days from East India Docks, London, to the Bluff. We had encountered numerous gales—indeed from the Cape of Good Hope to the Bluff our main deck was never dry. The noise of the swish of the sea was ever with us. At one time we had three feet of water in the hold and pumps had to be kept going without intermission for three days. At another time our cargo shifted, which led to much injury to drain stone ware pipes which formed part of the cargo. We had a hurricane off Madeira and towards its end only one seaman-out of our complement of twelve-was all that was fit to work. Our passengers, however, did not grumble at having to man the pumps and to set and to take in sail, and do all that sailors could do. One of the greatest compliments paid to me in my life, I thought, was that, when in the midst of the great storm when I had, with another passenger, taken in the mizzen royals, the captain asked me how long I had been to sea. He would not credit it that it was my first sea voyage in a ship. When our cargo shifted there was no difficulty in getting passengers—though there were few on board—to go into the hold to see what could be done. The gale off Madeira moderated on the third day at about 7 at night. The wind then came from the north east-a fair breeze. I was near the wheel about 9 p. m. when the captain called the second mate. The first and third mates were both off duty. On duty there were only the second mate, the bos'n and one seaman (Bob Moffat). The captain said to Thompson (the second mate) that nothing was to be done but just to keep her going with her present sails. “Do not call any of the crew to set sail,” he said. “They are all exhausted. Some of the passengers have offered to stay up all night with you. Call me at six in the morning. I am going to have a sleep at last.” The captain had not been to bed for two nights. I took my turn at the wheel as I had been accustomed to sail-boats—and in rough weather too. After a little time the second mate said to me, “We'll make a long voyage of it. It is a pity we had not the sails set.” I replied, “why not set the sails? The passengers could do it.” He said, “Do you think they would?” I replied, “Of course they would, but I'll go and see.” I went and found the younger passengers were eager to help. The result was that soon all sails were set.
I was on deck at 6 a. m. when the captain was called. He came on deck and seeing the vessel clad—even stunsails set, he called the second mate and said, “Thompson, did I not tell you not to call the men?” The mate replied, “Yes sir, I did not call the men.” The captain retorted, “then……how did you get the sails set?” the mate replied to him that the passengers had done it. The captain
before.” One of our passengers had been in an American man-o-war, but the others were all landsmen. The strongest and happiest man that all liked was a County Down farmer. He did well and was a lovable man. When we got to the Bluff our crew struck and all the AB's were arrested and sent to prison. Several of the passengers undertook to work the ship. Some of us left by the “Phoebe” for Dunedin and I landed there on the 8th April, 1864. The passengers who remained by the vessel, discharged her. And what did the passengers do afterwards? Let me say what my friend from County Down did. He had been on his father's farm. He applied to Wright and Stephenson for employment. The firm said a constituent of theirs wanted fencing done and my friend at once volunteered. He told me he had not before done the kind of fencing required, but that he would soon learn. After some months spent in Central Otago he had saved many pounds. His employer liked him and valued his help. In fact, he was over anxious to help and serve. He became a farmer and on his death he had a small fortune to leave his family.
The trip in the “Phoebe” from the Bluff to Port Chalmers would now be considered to be most leisurely done. We left the Bluff in the morning and reached Otago Heads about 6 p.m. The steamer anchored off the Heads and lay there till early next morning when we proceeded to Port Chalmers, went on board the “Peninsula” and by her reached the jetty at Dunedin. The “Phoebe” was full of passengers. Miners who had been at Fox's rush on the “Arrow” were on board and the berths were few. Most of us got accommodation in the hold and we did not complain. The food was plain and there was no variety. There were beef steak, potatoes, bread and butter and tea at all the meals.
The one thing that impressed me was the hopefulness of all the passengers. The “good time” was coming and there was no grumbling.
What a difference there is between the surroundings and conveniences of life now and those experienced then! In Dunedin there were no railways, trams, or buses. About half a dozen cabs of a Melbourne variety ran between “The Water of Leith” and the Bank of New Zealand corner. They were the only public conveyances
My first acquaintance with the new Zealand railways was made in the days when the main line ran from Wanganui to New Plymouth and from Wellington to Palmerston north. Those were the days when brakes had to be screwed on by hand on each carriage platform, while the engine whistled feverishly for still more brakes. I have often watched the guard in those bad old times—bad, that is, from the railwayman's present outlook—hurrying through the carriages from platform to platform, or climbing over the freight cars to screw down the brakes. It was spectacular certainly, but productive of both profanity and perspiration on the part of the train crews.
To our boyish minds the engines of those days had definite personalities, and each locomotive had its own way of expressing itself. For instance the Rimutaka engines panted up the big grades to the words of “did your ever see—the devil—with a pick axe—and a shovel?” (Say this repeatedly, and you have the steady beat of the exhaust—as we deciphered it.) One certainly would hardly be surprised at meeting the devil himself round some of those wind-tortured corners on the “big hill.”
How different all this is to flying along on our present day “limited,” drawn by a splendid AB. Locomotive, whose steady beat flings back resounding echoes from hill and mountain side. There is no need for the guard to worry about brakes on the grades. A soft hissing of air beneath the carriages informs the traveller, if he thinks about such trivial matters at all, that the watchful driver of the big steel monster ahead is easing his charge down a long slope or around a sharp curve. So we can doze, or recline in comfort, while hill and valley and mountain-side are taken in the tireless strike of the “Limited” express on her long run through the country.
Those who were privileged to travel through the Dominion on the Royal train during the recent visit of Their Royal Highnesses the Duke and Duchess of York, have been treated to the very latest thing in luxury and comfort on our railways. Day cars, sleepers, and dining cars were all sampled, and won high praise from our own people and from our distinguished visitors.
Out of the whole trip through the dominion the really excellent railway arrangements stand pre-eminent. Overseas press representatives expressed themselves astonished at the steady travelling and general comfort of the cars in view of the narrow gauge of our lines and the extremely difficult country the permanent way traverses.
Discussing matters with the writer several of our visitors stated freely that they considered the Royal observation car to be distinctly superior to anything of its kind provided in other countries, while the dining car and its splendid catering arrangements were considered one of the pleasantest memories of the tour. “As good as the very latest hotel table!” is the way in which one much-travelled member of the party described the dining-car meals, and there was certainly no reason to doubt his assertion.
Tastefully decorated with curtains in green and gold and with clustered flowers to match the general scheme, gleaming silver and glass ware on the tables and with attendants who anticipated one's every want, the meals were something to look forward to, and were thoroughly enjoyed. Morning and afternoon teas were regularly served in the dining-car
It is safe to say that in the handling of luggage during the tour nothing could have been better than the expeditious way in which this was carried out by Mr. J. H. Colthurst and his able assisants Messrs. A. H. Reeves and H. H. Hazlett. It has completely spoilt the writer for all future travelling in New Zealand. Imagine packing your bags, and then calmly forgetting all about them until you walked into your room at the hotel at your journey's end and found them awaiting you. This is service of the first order which reflects the greatest possible credit on those responsible.
All this entailed hard work, and long hours were the rule for those whose duty it was to attend to travellers by the Royal train, yet everyone worked cheerfully; and the general success was as much a result of this willing service by those who had the smallest duties to perform as it was of that by the most responsible officers.
Travelling thousands of miles by train and motor has convinced the writer that in the matter of comfort alone the railway has nothing to fear from its road competitors. Under the best circumstances motor travelling entails crowded seats, cramped positions and general bodily discomfort, to which must be added rough road surfaces with their attendant bumps and jolts and the ever present dangers of the road. The train provides comfortable reclining seats with ample room to move about freely, and also good observation windows where passengers may admire the passing scenery without the distraction of watching the driver of a motor car making hair-breadth escapes from collision with approaching vehicles.
For comfort and safety in travelling, the railway will always stand supreme and the journey of the Royal train has proved that the Department is fully alive to the need of keeping abreast of the times in the matter of providing the very latest comforts and devices for those who make use of its services.
[Mr. Messenger's article will be appreciated by the whole Service, for it gives members of the Department credit for the fine work in the preparation, handling and control of the Royal train.
It is only right, however, that the Department of Internal Affairs (with Mr. J. Hislop in charge, and Mr. D. Ardell assisting), should receive a share of whatever praise is given for the perfection of the arrangements made in connection with the Ducal visit.
That Department had control of the whole business, and the fact that the liaison work between Railways, motors, Post and Telegraph Departments, shipping companies, and hotels was so perfectly integrated goes to show how effective was the organisation established.
Every member of the Royal Party was supplied daily with a card giving precise directions regarding accommodation (such as, name of hotel, room number, motor car number, etc.), and the accommodation so arranged was always available. This information supplemented the very complete particulars of general arrangements for the tour contained in the booklet on the Royal itinerary. The total distance traversed by the Royal trains was 1,701 miles, made up of 895 miles in the North Island and 806 miles in the South. The Railway lake steamer “Earnslaw” also carried the party 25 miles on Lake Wakatipu from Queenstown to Kingston.
Not only was time kept, but it was gained when this was called for through the interposition of certain courtesy stops not included in the official itinerary. Withal, no mishaps of any sort occurred to mar the effciency of the Railway transport arrangements, and every member, in the performance of his work, lived up to the highest traditions of the Service. —Ed., N.Z.R.M.]
When Robert Browning, in his “Home Thoughts from Abroad,” told of the joys of a British April, he had certainly no thought of the railway. The coming of Easter, however, is marked not only by vast activities in the domain of Dame Nature, but also by the first big passenger movement of the season on the Home railways. From London and the big provincial centres there are operated short and long-date passenger services innumerable to coast and country resorts, and everywhere especially heavy demands are made upon railway workers.
Excursion Traffic.—This year promises to top all previous records in the volume of passenger business handled by the four British group railways. Trade is now improving steadily, and the travel demands of Easter holidaymakers will be met by short and long-distance excursions, conveying passengers at fares as low as a farthing per mile, and providing in many instances fast service with refreshment car facilities such as were once limited to the principal main-line ordinary trains.
Long-distance express excursion trains, composed of modern vestibuled stock with refreshment-car accommodation, have recently become a feature in Britain. It has been found that a warm welcome is given day and half-day travel of this character, provided cheap fares are placed at the public disposal; and the possibilities thus afforded the railways of building up revenues and meeting the competition of the road carriers are being very fully explored. The systematic advertising of these luxury services at excursion rates has recently resulted in the running, from many cities to London and the leading sea-side resorts, of as many as ten fully loaded special trains on a single Saturday or Sunday.
Long distance Business.—Recognising that under conditions such as prevail in Britain, it is in long-distance business that the greatest hope is held cut of swelling passenger revenues, the group lines are to-day devoting much attention to the improvement of their trunk services. By the London, Midland and Scottish Company there is under consideration the operation of non-stop trains over the 400 mile run between Euston Station, London, and Glasgow. This move is being rendered possible by the provision of additional water-troughs on the tracks, to facilitate the taking-up of water by locomotives at speed, and rendering stop for watering purposes unnecessary.
At present the longest non-stop journey in Britain is the 226½ miles run of the Great Western Company between Paddington Station, London, and Plymouth. Experimental non-stop runs over other routes, of as long as 300 miles, have at various times been conducted, but the Paddington-Playmouth service continues the record for regular daily booked trains.
Of all British express long-distance services, probably the London and North Eastern Anglo Scottish trains to and from King's Cross Station, London, top the time-bills. There are one or two south-country passenger trains which slightly surpass the Anglo-Scottish services in point of speed, but for all-round reliability the London-York-Edinburgh runs are unique. In recently giving to the night sleeping car trains from King's Cross to Edinburgh the distinctive titles of “Highlandman,” “Aberdonian” and “Night Scotsman,” the L. & N.E.R. set the hall-mark on three remarkable trains which, as mere numerals in the time-tables, had for long rendered rare service.
Trains and Names.—This custom of trainnaming is an especially happy one. It conjures up visions of the good old days when the passing of the gaily-decorated stage-coaches, with their titles of “Royal George,” “the Vulture,” “Rightaway,” and so on, filled the roads with romance. Better still, it gives to crack express trains an individuality all of their won, and holds out to the passenger contemplating a journey in these
Train-naming is never vulgarised in Britain. In almost every instance named trains have long records of public service behind them, and their apt titles provide a fitting tribute to their quality. One of the earliest titled trains was the “Flying Dutehman,” intreduced on the old Great Western broad-gauge tracks in 1864; but probably the pioneer of the named train of to-day was the “Southern Belle” of the former Brighton Company, put into service in 1908 between Victoria Station, London, and the south coast. Described as “the handsomest train in the world,” the “Southern Belle” all-Pullman train set up a new standard in travel luxury, and paved the way for the unique all-Pullman long-distance services of to-day.
Railway Side Lines.—A modern railway is a wonderfully complex undertaking. In their infancy railways merely existed as track providers for outside organisations to operate upon. Then came the day when the railways themselves began to run trains over their lines, and dispensed with the services of the outside carriers. By degrees other activities were embarked upon. Hotels and refreshment rooms sprang up; dock systems were constructed; hug; railway-owned steamship fleets came into being; and to-day a score of subsidiary businesses are embraced under the head of railway working.
The British railways have made a strong point of steamship acquisition and development, with excellent results. As feeders to the railway proper these railway-owned shipping lines are of great value, while proving in themselves profitable undertakings.
Britain's biggest railway shipowners are the Southern and London and North Eastern lines. Almost all the chief continental ports are linked up by these steamers, and by far the bulk of passangers reaching England from the continent catch their first glimpse of the white cliffs of Albion from the decks of railwayowned vessels. Between the coast and London fast boat trains are operated. Renewal of bridges on the Dover-London tracks has enabled the Southern line to run special boat trains hauled by new 4-6-0 type locomotives, capable of drawing 425 ton trains over the 76½ miles between coast and capital in 95 minutes.
Rates.—Railway rate-making was ever the most arduous of tasks. After five years of labour, the new schedules of standard charges which are to operate on all the group lines have been officially approved by the Railway Rates Tribunal, established under the grouping
It is calculated that, with efficient management, the revised rates will yield to the home railways their standard not revenues of 1913, plus certain agreed additions. An entirely new classification of merchandise into 21 distinct divisions has been approved, and the new mode of rating will come into operation on an “appointed day” as yet unfixed.
Continental progress.—Recent reports from Berlin speak eloquently of the rapid progress made by the new German railway company, run on business lines with finances entirely separated from the government, which was established under the Dawes' plan. The success of this, the biggest railway undertaking in the world, is undoubtedly one of the most striking features of post-war progress in Europe.
Germany's re-modelled railways embrace 33,000 miles of track, and include the whole of the railway systems previously owned by the individual states. Under the new regime, way and works have been brought up to an exceptionally high standard of maintenance; new stations, marshalling yards and sidings are being constructed to meet growing business; train services everywhere are being expanded; and ambitious electrification plans are actively progressing.
In main-line electrification, Germany has already converted from steam to electricity some 600 miles of track, while a further 500 miles of line are in process of conversion. The chief routes covered are in the Leipzig and Munich areas, and in the Silesia and Baden divisions. As standard for all German mainline electrification works, the single-phase alternating current system has been adopted, with a frequency of 16 2–3rds. Periods per second, and a line pressure on overhead trolley of 15,000 volts. Electric locomotives are utilized for train haulage, two types of machine being employed for fast passenger service. Two for ordinary passenger trains, and two for freight working. One type in each group is for haulage on mountain tracks, and the other on level routes. In suburban working there is proceeding the electrification of the Berlin city and suburban lines, with multiple unit trains worked on direct current at 800 volts delivered through track conductor rail.
Although it will be very many years before steam railways are entirely replaced by electricity, steady development of electrical haulage is proceeding throughout Europe. To Sweden goes credit for possessing the longest electrified railway on the continent, in the Iron Ore line, 300 miles long, in Northern Sweden. Last year the 285 mile line connecting Stockholm with Gothenburg was opened to electricity, and altogether Sweden now possesses 800 miles of electric railway.
Single phase current of 16 2-3rd. periods and 16,000 volts is favoured in Sweden. Electric locomotives weighing 78 tons haul passenger trains of 500 tons at a speed of 45 miles per hour, and the journey time between Stokholm and Gothenburg has been cut from nine to seven hours. Sweden is fortunate in possessing unlimited natural water-power resources: the harnessing of these fast-flowing streams is an outstanding feature of the electrification programme.
British Improvements.—With the stimulus given freight traffic movement by steadily improving trade, the British railways are devoting much attention to the betterment of their goods station accommodation at important points. Typical of their efforts in this direction is the building by the Great Western Company of an exceptionally commodious new goods station at Temple Meads, Bristol, to meet the demands of growing business. Over ninety years ago the Great Western was incorporated as a connecting line between London and Bristol. To-day the West Country port remains one of the most important points served by this go-ahead railway.
At Temple Meads there are handled annually about 500,000 tons of local traffic and 75,000 tons of tranships. The new depot will hold 750 wagons, of which 400 will be accommodated under cover. The main shed will be of steel and concrete construction, 630 feet in length and 400 feet wide. Seven double rail bays, eight 30ft. platforms and a 40 ft. end bench are being provided, as well as 26 electric capstans and 56 reels. Electric elevating trucks will be employed for barrowing merchandise on the platforms, while mobile petrol-electric cranes such as yearly grow in favour for goods station working, will be a feature of the warehouse equipment.
In the building-up of agriculture, railways play a vital role, and in England co-operation between the railway and farming interests in most intimate. With a view to agricultural stimulation, the Great Western and London and North Eastern Railways have recently introduced a praiseworthy farm collection and delivery service. This service is supplementary to that afforded by rail haulage proper. In
Co-operation and Economy.—In the new era which has been entered upon with the settlement of last year's Labour problems, railway men at Home are realising to an ever-increasing degree the need for intelligent co-operation with the railway management, and the importance of teamwork in every branch of railway activity. The fact that the interests of the employer and the employee are in almost every direction identical has been brought home to every thoughtful man, and the new spirit of enthusiastic endeavour thereby aroused augurs well for the future.
A point towards which one and all are to-day wisely striving is the exercise of economy in the use of railway materials and stores, and the reclamation of scrap material of every kind in carriage and wagon shops and similar establishments. The high material costs to-day ruling call for the expenditure of maximum effort in order to cut out wastage, and the enormous savings which can be effected by the exercise of intelligent economy render the conduct of an anti-waste campaign well worth while.
Little wastage to-day is recorded in the Home railway shops: here scrap reclamation has been reduced to a very fine art. Buffer rods, draw-bars, and similar equipment are used for just as long as they are servicable. Scrap axles, unfit for further service as such, are cut up into billets for the manufacture of draw-bar books. Bolts and nuts are carefully removed from condemned wagons and rescrewed and retapped for further use. In this way there are effected immense savings of material, and monthly records of economies effected, placed on view in the principal shops, serve to afford practical realisation by the individual employee of the utility of his efforts.
The gradual introduction of the three light automatic signalling system into the New Zealand Railway service has drawn attention to the necessity of correct vision amongst the staff employed in connection with train running. The automatic light system displays all signals, both by day and night, with different coloured signal lights, and it has been proved that under the method in use, the light signal has a greater visibility, in daylight, than has the semaphore signal. This result is obtained by setting a strong light in a recess. It can be readily understood that safe working depends, in part, on the ability of members working under this system to correctly interpret the light signals displayed for their guidance. Investigation and careful comparisons by the Department of the practice in other Railway services has resulted in a standard examination being set for all employees in the Service.
The examination is conducted under two phases, the first being for visual acuity (which, in plain English, means eyesight), and the second for colour perception. In the visual acuity examination the test is for long distance sight, and varying standards are set, according to the responsibility of the members concerned. Each eye is tested separately and members are required to read clear type at a distance of twenty feet. The highest standard is required from the locomotive and signal box staffs, a degree lesser is allowed for the general traffic (including guards, porters, shunters and clerical traffic staffs), then a somewhat lesser standard is required from the remainder of the staff whose duties do not bring them into actual contact with train movements. The use of glasses is allowed when the members concerned do not have the actual handling of signals or are not engaged in train working duties. For instance, stationmasters (where signal boxes are in operation), traffic and maintenance foremen, storemen and platform workers are all allowed to wear glasses. Signalmen whose glasses have been tested by a medical officer and who are provided with two pairs of glasses are allowed to use them whilst engaged in their work. On the other hand members of the locomotive staff who are exposed to the effects of weather, steam, smoke and dust, are not permitted to use glasses, it being held that under these conditions the glasses would become a handicap rather than a help. The wearing of glasses too by members who are engaged in shunting duties would be a similar handicap because of the likelihood of the glasses becoming displaced in the running and jumping, inseparable from this class of work. It has been contended that railway work imposes a heavy strain on the eyesight. In consequence of this members suffer hardships through having to pass a fairly severe test. The contention, however, has not been borne out as a result of examinations. The older members of the service have been found to have retained their eyesight efficiency to a high standard, the number of failures amongst them being very few. This is probably due to the fact that candidates before being accepted for positions in the service are required to pass a rigid test. It can safely be said that, given freedom from accident and the absence of any constitutional weakness, the average member will continue to pass without difficulty the required tests throughout his railway career. It should be remembered that the visual acuity examination is for long distance sight only, and members should be careful not to strain their reading sight by neglecting to use glasses when such aid becomes necessary. The reading sight of the average person commences to deteriorate when he reaches the age of about forty years. It is advisable from this age upwards (indeed at the first indication of weakness) to give attention to the sight, and, if necessary, to resort to the assistance of glasses.
The second phase of the departmental examination is for colour perception. This side of the examination is not so easily understood, but is quite as important as the visual acuity examination. The average person possesses what is termed “correct” colour perception, and cannot quite understand how anyone can make mistakes in interpreting colours. Let it be clearly understood that many colour defective persons possess splendid eyesight and there is not necessarily any relationship between the two conditions.
Normal persons can distinguish the six different colours which go to form the rainbow, namely, red, orange, yellow, green, blue and violet. All the other colours—the names of which are legion—are combinations or shades of these six colours and the normal sighted, whilst not able to give names to all
The object of the departmental sight testing examination is to ascertain the degree of sight defectiveness and to classify members accordingly. The systems adopted after careful investigation are those set by Professor Stilling of Leipzig University, Professor Ishihara of Tokio Univeristy, and Dr. Edridge Green an English authority. Stilling's and Ishihara's tests are known to the rank and file as the “Confetti” test—an apt name for everyday use. The principle is that a background resembling strewn confetti is formed in a certain shade and running through it in a related shade are letters or figures. Both background and letters are graded, that is, some of the dots are darker than others, though in all cases there is sufficient contrast to enable the normal sighted to read the letters or figures. The vision effectiveness or defectiveness of a person is proportionate to his success or failure to distinguish the letters or figures referred to. By this test the examiner is able to form an opinion of the extent of the sight defect of the individual concerned. But difficulty with the confetti test does not necessarily mean failure. There is a final test in which reliance is placed on Dr. Edridge Green's lantern. This lantern is designed so that lights can be exhibited under all conditions obtaining during ordinary railway working—the lights shown being similar to those in every day use in railway signalling.
The effect of distance is obtained by the reduction in the size of the aperture through which the light is shown, and lights can be reproduced similar to signal lights at any given distance. The test distance does not exceed an ordinary signal light at eight hundred yards. Conditions similar to rain, fog, smoke, etc., are obtained by the use of dulling glasses, due allowance being made in these cases for changes in the shades of the lights. In the lantern test the examiner has to exercise the utmost care in order to fully satisfy himself as to the colour vision of the member being examined. Although it is not pleasant to have to fail any member the safety margin must be maintained not only for public protection, but for the protection of the member himself. It is interesting to note that the number of failures for colour perception in the service has been found to be about equal to the percentage found by eminent authorities who have investigated this increasingly important question.
The annual report of the Canadian national Railways shows that their net earnings for 1926 totalled 48,225,000 dollars. These figures represent an increase of 44 per cent. Over the figures for 1925.
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Mr. W. Helms, a recent visitor to New Zealand from Sweden, has written to Mr. E. P. Moir (Acting Secretary to the Railway Board) thanking him for the assistance rendered in making his stay in this country so pleasant. On his return to Copenhagen Mr. Helms gave a private lecture (illustrated with lantern slides) on what he describes as our “beautiful islands.”
Referring to his audience, Mr. Helms continues, “I showed them your interesting North Island with its thermal wonders, and the south Island so full of beauties; Queenstown and Lake Wakatipu, Waitomo Caves, Mt. Cook and region, Paradise and Christchurch; the Wanganui River and Mt. Egmont in the North, and Milford sound in the South. Never had they seen such beautiful photos, illustrating such beautiful country; that was the verdict.”
The memorable schools demonstrations in connection with the Royal visit owed much of their success to the arrangements made by the Department in the conveyance of many thousands of children from the country districts to the cities. The number of children brought in by rail for the Christchurch demonstration was 6,667. Of this number 1,016 entrained at stations between Lyttelton and Christchurch, 2,825 north of Christchurch, 699 south of Christchurch, 1,419 on the southbridge and Little River lines, and 708 on the Midland line.
The special trains arrived right up to schedule time, the children being all assembled at the show grounds at addington before 10:30 a.m. After the demonstration no less than 15,000 children were conveyed by rail in one hour from the Show Ground to Christchurch. As every child carried a coloured flag and every flag was held out of a carriage window, one of the most effective—although impromptu—decorative displays was seen when each successive trainload pulled out, flanked along both sides of its whole length by the gaily fluttering flags of the children. The country children were returned to their homes in the afternoon in special carriages attached to the ordinary trains. Despite the heavy demands made on the traffic and locomotive branches no hitch of any kind occurred in the transport arrangements.
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The “family” concession ticket issuable upon the New Zealand Railways, has, so far as we can discover, no counterpart on any other railway or transport system. It represents a genuine effort to reduce the handicap of large families when travelling. Inaugurated under the recently revised Tariff, it has proved a decided boon, in all parts of the Dominion, to those able to take advantage of it.
The “Ashburton guardian” quotes the following striking example of the working of the family concession ticket scheme. “This occurred in Ashburton the other day, when a woman and nine children traveled to Christchurch (53 miles) and back for 34 shillings, the amount of three ordinary fares. Such is the scope of the scheme that the father of the family could have traveled with then without any further expense. Had it been excursion time the tickets would have cost 24 shillings only.”
Do you care to say anything about the the way the Railways have treated you?”
“Rather! Delighted to have the opportunity.”
Thus spoke Mr. I. F. N. Lucas, Special Press representative for Reuter's London Agency just before the termination of the Royal Tour.
Mr. Lucas is a well known journalist of high repute. He has been with Reuter's during the past five years and before that was attached to the staff of the London “Daily Mail.”
In giving his general opinion about the Railways of New Zealand, Mr. Lucas said that the thing that impressed him most was the way the Railways had overcome the great natural difficulties which the country presents.
He went on to say that he had not had much opportunity to gain experience of the ordinary train services, “but,” he said, “the Royal train has kept time excellently and the attention has been absolutely perfect!”
“What about the food?” we asked. “The food,” said Mr. Lucas, “is the best I have ever had on the Railways.” As Mr. Lucas has had experience of travelling on many railways, including those on the Continent and in England, this was praise indeed.
He went on to refer to the dining car services, where, during all the time he had been on the train, there had been no waiting to obtain attention between courses.
Mr. Lucas was also impressed with the train handling, which “was very good indeed, and, considering that on some lines two engines were required, there was very little jolting.”
Referring to the accommodation prepared for the Press on the South Island Royal train, our visitor said the Press representatives had been supplied with everything that they could want. They greatly appreciated the bracket tables, hinged to come down into place
Speaking of the spirit in which the Tour had been conducted, and the general reception given to the whole of the visiting party, Mr. Lucas said: “We have had a truly wonderful time, there is no doubt about that. It has been strenuous in parts,” he laughingly confided, “but we have found everybody so homely, both on the trains and at the hotels.”
To the question as to the precise meaning he attached to the somewhat ambiguous word “homely” he said, “not in appearances, of course, but friendly. Everyone makes you feel that you are welcome. They will do absolutely anything for you!”
Certainly there was every encouragement for our people to be friendly with Mr. Lucas, for his happy smile and infectious good humour made him a general favourite everywhere.
He said he could not refrain from mentioning the beauty of the country. What had delighted him most about it was its entrancing beauty. “And,” he went on to say, “one is only able to see that because of your railways. Certainly we have travelled a bit on the roads, but it is always the Railways which have made it possible to get within distance of the finest of your scenery.” He mentioned the trip through Central Otago by train to Cromwell. “This,” he said, “would have been much more tiring by road. Then there is the comfort and convenience of the train besides the unique-small attentions thrust upon one.” (This letter referred to some special attentions which the Refreshment Branch provided for the delectation of members of the Royal party.)
Asked as to what portion of New Zealand had appealed most to him, Mr. Lucas said that for sheer beauty, the lake country of Central Otago took the palm. Rotorua impressed him because of its weird strangeness. He would always remember it for that; the one regret of the whole party was that more time had not been available to enable them to enjoy it more fully.
In conclusion, Mr. Lucas said, “throughout the tour we have felt perfectly safe on the New Zealand Railways, and must say that the running, catering and attention have been very good indeed.”
Considerable interest is being taken in the Canterbury District regarding the proposal of the Railway Department to run special trains in the farming interest in the South Island. The Christchurch “Sun” thus sums up the position:—
The Farmers of Canterbury should feel honoured that this province has been selected by the Railway Department for the inauguration in the South Island of the special “farmers' train” excursions, which have been designed, in part, with a view to providing cheap holidays in the off-season for country residents whose work on the land debars them from taking advantage of the reduced fares offered at regular holiday times. It is proposed to begin with a train run from the West Coast to some part of Canterbury, the visit to be returned at a later date.
Some hundred and thirty farmers and farmers' wives from the Waikato patronised the Department's first venture of this type last winter, when a special train was run to and from Hawera on the occasion of the South Taranaki Winter Show. Then, as would be the procedure in Canterbury too, an officer of the Department of Agriculture travelled on the train, and the farming possibilities of the several classes of land lying along the route were fully explained, although in such a way as not to disturb the holiday spirit of the audience.
As far as possible, it is desired that the passengers should be billeted by farmers in the terminal district, for only by “talking shop,” comparing notes, and observing other methods of tillage, feeding, and breeding, can settlers from one part receive maximum benefit from a visit to another farming centre. But even when some of the excursionists may have to be accommodated in barracks, district farmers' organisations may assist by arranging field days and evening entertainments, to mutual advantage.
If only for the holiday facilities which it has made available to him, the Railway Department has earned the thanks of the farmer by this latest extension of its activities. But the possible fruits of the scheme include much more than pleasant holidays, and the opportunity soon to be presented to Canterbury and Westland will be the beginning of a further definite contribution by the State transport service to the prosperity, as well as the happiness, of the man on the land.
Mr. J. S. Hunter, Official Secretary of the New Zealand Railways, recently returned after a year spent overseas, and has kindly supplied, for the information of our readers, the following summary of railway impressions gained during the course of his itinerary. He travelled by rail through the United States and Canada, and on many of the railway systems of Great Britain and the Continent.
So much has been written, by railwaymen who have preceded me on tours abroad, that I am somewhat loath to follow the usual course of narrating experiences from a purely railway point of view, fearing that the probable reiteration may have a tendency to bring about a slackening of interest in the valuable material appearing in each issue of the Magazine dealing with current railway matters in the Motherland.
In the first place I would like to say that my mission abroad was not primarily a railway one, but, naturally, my close association with railway affairs during recent years was an incentive to study—so far as time permitted—the methods followed in countries I passed through.
My route to England was by way of Vancouver, Seattle, San Francisco, Los Angeles, New Orleans, Washington and New York, returning via Canada. On this route I was vividly impressed by the wonderful public interest manifested throughout Canada and the United States in the various railroad activities. This is certainly a remarkable tribute to the work of railwaymen in reaching the publie by means of the “personal touch” and concentrated publicity. Every patron is a potential agent; and the universal slogan is—“service.” To illustrate the effectiveness of this branch of the American railroad service, I may say that the itinerary of the party to which I was attached was drawn up in Wellington some weeks before departure, and sent ahead for the necessary reservations of hotel rooms, sleepers and scats. These arrangements were made without a single hitch. Also at each point en route a courteous Passenger Agent presented his card and saw us on our way to the next section, and so on. Undoubtedly the popularity of railroads is to a very large extent due to the activities of these agents, and one hears on all sides appreciation of the service they are rendering.
Most railwaymen have read the numerous booklets issued by American and Canadian Railroad Companies and are fully conversant with the enormous tractive effort of their locomotives, the comfort of their Pullman sleepers and chair cars, the excellence of their commissariat, and general facilities. From practical experience of these services I think they come up to expectations. In some cases, however, these would not be acceptable to the travelling public of New Zealand: for instance, the standard Pullman sleeper does not offer the same privacy or comfort, in my opinion, as the compartment type of sleeper in use in Great Britain, the Continent and New Zealand. The day-accommodation in these cars is somewhat similar to that of our first-class suburban ears, and the bulk of a passenger's time is, of course, spent in sitting in his seat.
The Pullman chair corridor cars with two single rows of swivel easy chairs are probably the most comfortable type of day-coach in use, but the additional charge levied would not tend to make them popular here. I have heard quite a lot in support of the view that the adjustable chairs of our Main Trunk cars have no superior for rest for long journeys.
Every traveller is, I think, struck with the excellent fare provided by the railway refreshment branches in Canada and America, and there again a perfected service has been called for by reason of the length of the journeys. The food is not superior to that secured on the New Zealand Railways, but the American travelling public has long been accustomed to a very wide variety of diet, and railroad companies have had to maintain that standard. It is extremely doubtful whether “a la carte” service would, in New Zealand, be preferred to the present method, especially as charges would necessarily have to be considerably increased. In passing, I may say that one course costs as much as the whole menu in a New Zealand Railway refreshment room.
In travelling from Seattle to San Francisco, Los Angeles and New Orleans over the Southern Pacific Railway, one passes through country very like our own, and the entire route, I think, is equipped with two way electrical automatic signalling. This railroad passes through one of the greatest oil fields in the world and the wonderful facility thereby presented has been taken advantage of by the railroads, all locomotives being equipped for oil burning. The “wig-wag” level crossing alarm is also very noticeable, but the barrier type is common on crossings of more than one track. This is a very obvious additional safety device and—where within reach of a signal box—simple to operate.
Most of the railroad companies are running limited de luxe services for which an additional fare is usually levied, the main attraction being a saving in time. Such services are well patronised, the experience generally being that the public is willing to pay for improved service.
The American railways are entitled to praise for the manner in which they operate their goods and passenger traffic, particularly the former. One is not struck with the speed of their expresses so much as with the service provided.
I make no apology for “falling to” the fascination of the British railways. Many writers have expressed the view that all railway students within the Empire have the same preference, instinctively accepting the Motherland as the birth place of the railways. It is unfortunate that, owing to physical differences in our country, it would not be possible to plant in New Zealand a replica—on a modified scale—of one of the leading British railways. One finds, there, a permanent-way unsurpassed; the fastest locomotives built; single berth sleeping coaches that enable passengers to secure rest equivalent to that in a first-class hotel; comfortable day coaches; the comparative absence of level crossings; and all the modern conveniences that follow in the train of population. Yet they have their branch line troubles, much the same problem as other countries respecting axle load, strength of draw gear, and motor competition (but this, I think, is not so potential as in New Zealand).
It is well known that the British railways have pretty well universally adopted the compartment type of car, and, undoubtedly, with the huge crowds to be handled and the necessity for quick egress and access, they are the most suitable for those conditions. It does not necessarily follow, however, that that particular type would be the most suitable here, where different climatic and other conditions exist. In the compartment type there is a tendency for small parties of three or four passengers to monopolise the entire compartment by judiciously spreading their luggage over the seats. Single passengers, too, are often diffident about (what appears to them) breaking into small parties of the kind. For summer months it is probable that the covering material used for seats would be too hot for New Zealand conditions as well as being subject to the collection of dust.
I, like many others, have returned to the Dominion with the opinion that for our length of track and small population we have a service in advance of actual requirements, but I hold the view very strongly that we cannot rest at that point. The progress made in New Zealand during the last year or two in road improvement and harbour development is surely an indication that, with our sparsely populated areas, road transport in the near future is going to be a much more important factor, both for passengers and goods transport, than it has been in the past.
Improvements can be made in rail services, but I am of the opinion that we must look to methods of transport to suit special conditions existing in various districts. There can belittle doubt that in certain localities road services are not only more economical, but are the obvious and most efficiently suitable method of dealing with the traffic. Every possible avenue must be explored to enable the Department to retain its traffic and secure the natural increase due to the general growth of the Dominion, and to this end every railwayman is vitally interested, for his livelihood is in the balance. Every competitive bus and lorry on the road means a reduction in railway staff requirements, and, the railways being a national undertaking, the management must not retain services which, by reason of their unsuitability, cannot possibly secure the traffic. For short hauls, such as many in New Zealand require, motor service—from farm to waterfront and vice versa, or from door to door—is a very serious menace to railway transport, but for long hauls the every-improving steam locomotive is holding its own.
The President of the American Museum of Safety (Mr. A. Williams) in a recent broadcast talk in that country on organised safety effort, gave voice to a few facts which emphasise the importance of the human factor in accident prevention. “Whether on the railways or in the industrial life of the country,” he said, “organised safcty effort, when conducted under the direction of trained men and women, will eliminate, by mechanical protection and human, training, two-thirds of the average number of accidents, with a corresponding percentage in those resulting in fatalities. As little as 10 per cent. of all recent accidents could have been prevented by mechanical means, so completely guarded are most industrial processes to-day. In almost all other eases accidents have been due to the carlessness, either of the persons injured or of others.”
Dealing with accident prevention in the operation of American railroads, he said, “From 1907 (when safety work on the railways was started), to 1925, over 95,000 casualties have been prevented—a reduction of more than 81 per cent. in the accidents previously recorded.”
These figures reveal something of the measure of responsibility which rests upon the individual if he would protect himself from accident and enjoy the advantages of full-time employment.
Don't grind, chip, or rivet metal without wearing goggles.
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Don't stand in front of or watch chipping operations unless your eyes are protected.
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Don't roll wheels and then leave them; see that they stop.
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Don't use any hand tools that have “hooded” or “mushroomed” heads.
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Don't use a file as a wedge or pry-bar, nor strike it with a hammer.
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Don't cut off rivet heads or back out rivets or bolts without taking precautions to prevent them from flying.
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Don't clean machinery whilst it is in motion.
I have always found it necessary to keep a very wide open eye for the fellow who says, when anything different is proposed, “That's alright for the other fellow, but it doesn't apply to us.”
Very often I get it this way, “Yon can't do that!” Yes, quite often I meet the can't man!
Then again one meets the unacknowledged attitude of “We have been doing it this way for donkey's years, why change?”
It is often very difficult to meet the actual person behind these sentiments, especially to-day, when we really have a lot of reorganisation work of one sort and another, all progressing together.
On the other hand it is not at all difficult to know what is progressing and what is not progressing, because a very simple record system continually shows that the “O.K. flag” or “finished” mark is not yet put on the chart, and while these matters will, in due course receive the proper attention, I am endeavouring to influence those particularly, who say the above things, to think along modern lines of thought, so that the utter uselessness of such attitudes will sooner or later appeal to them.
Early in December, while travelling South, I read that book “The Secret of High Wages” by Bertram Austin and W. Francis Lloyd, two English engineers. I was glad to read that book, because the “It doesn't apply to us” fellows surely did get busy and criticise it. When an Englishman starts in to boost American methods, he asks for trouble—and is seldom disappointed. However, I say “It does apply to us” even though these authors didn't—to my recollection—mention railways. I find a close relation to their findings in what we are doing to-day on the New Zealand Railways.
The authors abovementioned state that, among the more important of the fundamental principles of industrial management—discovered as a result of exhaustive inquiries and observations—are the following:—
The lettered paragraphs are quotations from the book, each being followed by my comments thereon.
The success of an enterprise is, in a large measure, dependent upon a strict adherence to the policy of promotion of staff by merit and ability only.
Promotion by merit and ability is the basis of the system now in operation in the Railway. From the business viewpoint, who is there to argue against this being right.
It is more advantageous to increase total profits by reducing prices to the consumer, at the same time maintaining or improving quality, with a consequent increase in the volume of sales than by attempting to maintain or raise prices.
Increasing Profits by Reducing Prices and Doing more Business.—In the Railway Service the whole country are our shareholders. If we can produce more, at the same cost, in any of our shops; if any office or depot can be run more efficiently; if in any way, service can be bettered or cheapened, our customers—the public—and our shareholders—also the public—are entitled to that extra profit, whether in the form of better service or reduced tariffs.
Rapidity of turnover makes for comparatively small requirements of both funded and working capital, i.e., the capital required for shop space (including equipment) and the finance of work in progress.
Rapidity of Turnover.—We are reorganising and rebuilding our workshops in order to assist in rapidity of turnover. We are scheduling and planning work in order to hold our expensive rolling stock a minimum of time out of service while under repairs. Idle equipment costs money, in whatever form it is, either human or material.
The productive capacity per capita of labour can be increased without limit, depending upon the progress made in time and trouble-saving appliances.
Use of Labour Saving Appliances.—The Department, in conjunction with its reorganisation scheme, is installing modern machinery and appliances to replace the old and obsolete methods.
It is better that labour should be rewarded by wages bearing some relation to output rather than by a fixed wage, the amount of the wages earned by any one man being in no way limited. Contrary to the general belief in Europe, high wages do not necessarily mean a high level of prices. It is to the advantage of the community that the policy of industrial management should be directed towards raising wages and reducing prices.
Payment by Results.—The Premium Bonus System proposed for the Department's workshops is the most extensively used modern system of payment by results.
A free exchange of ideas between competing firms should be advocated.
Exchange of Ideas.—The Department is sending its officers abroad to exchange ideas, with other countries. It is a curious fact that railways, even in competition with each other for business, are not in competition with regard to details of operation, and there is an unseen Railway Brotherhood in the world that “opens like a book” to any that seek information. There are, therefore, no secret processes to guard, and likewise no reason “not to know.”
Elimination of waste is an essential factor in the attainment of national prosperity.
Waste Elimination.—In our new workshops there is a “Reclaim Department” provided for, to solve the waste material problem. The Stores reorganisation work is designed to cut down waste stocks. The Workshops reorganisation is designed to reduce waste labour.
It is important that every possible attention be paid to the welfare of employees.
Welfare of Employees.—Our new workshops contain “Welfare” apparatus, in the form of better sanitary, washing and drinking and feeding facilities; also social, library, instruction and committee rooms. That Workshop Committees should take a hand in all these things is part of the scheme.
Research and experimental work are of prime importance to progress.
Research and Experimental Work.—The Government has just established a Department of Scientific Research, which is the beginning of a development to which the only limit is ourselves.
Never mind the “Ah! but,” fellows—reason each problem out for yourself.
Illustrating one of the new, heavy service locomotive wheel lathes, under test at Messrs. London Bros. Works, Johnstone, near Glasgow, prior to shipment to New Zealand. It will turn wheels ranging in size from 3 ft. to 6 ft. 6 in. diameter. The lathe is driven by a 40 horse power motor, and the loose headstock is adjusted along the bed by means of a 7½ h.p. motor. Push button control is also incorporated on each slide rest for starting, stopping, and inching.
The estimated weight of lathe (complete) is 40 tons. No difficulty should be experienced in turning 6 to 7 pairs of 5 ft. diameter locomotive wheels per 8 hour day on this modern lathe, as compared with 2–3 pairs on existing machinery in the workshops.
Messrs. London Bros. write:—“This 6 ft. 6 in. wheel lathe is capable of giving an output of a pair of wheels per hour, which we can confidently say is unequalled by anything made in this country or America.”
The operation of a superheated locomotive requires very close attention to quite a number of important details, any one of which, if neglected, may seriously affect the efficiency of the engine. Generally speaking, if successful handling of the engine is to be attained, close attention must be given to, (1) The water level. (2) Lubrication. (3) The proper use of the saturated steam valve when the engine is drifting, in order to take care of the oil that has been fed to the cylinders and valves.
It is a well-known fact that there is no condition that is more detrimental to the successful handling of a superheated locomotive than carrying too high a water level. This reduces the efficiency of the superheating system and destroys the lubrication which has been fed to the valves and cylinders. With our more modern engines greater care is necessary than with the older types. The reason for this is that the dry steam space is restricted because of the clearance required for overhead structures such as bridges, tunnels, etc. This restriction of dry steam space increases the liability of water finding its way into the superheating elements and to the valve chambers and cylinders. The higher the water level carried the greater is the reduction in the degree of superheat attained. An authority has shown that under actual service conditions there may be a difference of from 50° to 75° in temperature due entirely to carrying a too high water level. If every superheated engine were fitted with a pyrometer it would clearly demonstrate to the engineman how the best resuls were to be obtained.
All enginemen do no handle their engines alike, but it is generally recognised that it is not desirable to run with too short a cut off. Better results and a higher degree of superheat are obtained with a longer valve travel.
Lubrication is very important. The successful operating of any engine largely depends on careful attention to this matter. An engine starved for want of proper lubrication of valves and cylinders is a wasteful machine, both in fuel and upkeep. The cost of an extra pint of cylinder oil per 100 miles is money well spent and is returned with interest in the saving of fuel and repairs. A pint of cylinder oil costs approximately 9d., and about 33lbs of coal (at £2 10s. per ton) can be purchased for the same sum. Now three shovels full of coal weigh approximately thirty-three pounds. Any intelligent engineman knows that over a run of 100 miles much more than three shovels full of coal can be saved on an engine the valves and cylinders of which are well lubricated, as against an engine that is skimped for oil in these parts. An engine to be successfully lubricated must have a regular and dependable as well as a uniform supply of the right kind of lubricant. There is no use in feeding cylinder oil of an inferior quality to a superheated engine's valves and cylinders for such a practice is sure to result in trouble.
Of the two methods employed in lubricating valves and cylinders—viz., by mechanical or hydrostatic lubricators—I prefer the hydrostatic as giving the best results generally. It is simpler and there are fewer parts to get out of order. With a little care and judgment and a little time given to its adjustment the more modern types give excellent results. The sight feed lubricator should always be started and adjusted ten minutes before the engine leaves the depot. Adjustments should be made so that both engines are getting the same number of drops of oil per minute. The choke fittings in these lubricators should receive careful and regular attention, otherwise the feed will be erratic—feeding to fast when steam is shut off, or too slow when steaming.
It is recognised that the best method of lubricating the valve chambers and cylinders is that which gives one lead to the steampipe or header and one to the cylinder—the one to the steam pipe or header to have an atomizer fitted. This ensures the atomization of the oil which is then carried by the steam to all parts of the valve chamber. Steam from the drifting valve, if it enters the steam pipe above or opposite the lubricator pipe, also assists in the atomization of the oil and carries it to the valve chamber when the engine is drifting. Experience has proved beyond question that the best resuls are obtained by feeding oil both to the valves and cylinders direct. A high authority states: “Where these methods have been adopted the results have proved excellent and wear on the valve rings and cylinder bushings is not more than with saturated engines.” None but the best
Summed up, the points to be observed if suecessful handling of a superheated engine is to be obtained are: (1) Do not run with a high water level. (2) Lubricate your engine properly and with a high grade oil. (3) Use the drifting valve regularly.
This is most important. Keep the drifting valve open about a quarter of a turn when steaming, and just prior to closing the throttle valve open the drifting valve about a full turn. This will prevent air getting into the steam chest or valve chamber and causing the oil to carbonize; it will also prevent the smoke box gasses and grit being drawn into the valve chamber.
Remember if the drifting valve is no opened prior to the throttle being closed, the admission of steam in the steam chest will not neutralise the cutting action of grit and cinders that, immediately the throttle is closed, are drawn into the valve chamber and cylinders.
Undoubtedly the all-absorbing question animating the minds of railwaymen at the present time is that of wages. The endeavour of this article, therefore, is to throw a little light on the question from the economic viewpoint and to review the points affecting us as railwaymen.
It is needless to stress the fact that any goods or articles that are made are the product of land, labour and capital.
The remuneration paid to the workers is called wages. Used in the economic sense the term “wages” includes all payments for personal services.
In most industries the first payment of wages is actually made out of capital, but subsequent payments are made from the sale of the products of industry and, as a general rule, are advanced in anticipation of the products. If capital were not there in the first place to bridge the gap until the industry commenced to function there would be no industry and no production.
The considerations affecting the rate of wages are many and varied. It is as well for a start, then, to fix the bounds within which they operate.
The upper limit of wages is the price of the product. No wages can be higher than this—at least not for very long. Suppose a manufacturer produces hats which he sells at the market price, and suppose further, that he gives his services, his factory and his material for nothing—the price of the hats would be made up entirely of Wages. It is apparent, therefore, that the wages of the men he employs cannot rise above that which they already receive, for sooner than do this, he would cease manufacturing hats. This is, of course, a very extreme example, but nevertheless it serves to illustrate the point.
The lower limit of wages is described as the bare subsistance theory, that is, wages cannot for long fall below that which is necessary to keep body and soul together, or the population would perish.
Having fixed the bounds within which wages may fluctuate, we will now consider the main conditions which determine the rate of wages within these bounds. These are—(a) supply and demand, (b) standard of living, (c) educational qualifications, (d) productivity of the industry, (e) bargaining power of labour.
Supply and Demand.—The volume of work offering and the number of workers willing to perform the work has an effect on the rate of wages. Should there be a sudden expansion in the building trade and the number of carpenters remains stationary, some employers will offer higher wages and thus the rate will tend to increase. On the other hand, should there be more carpenters than can be absorbed by the trade, the tendency will be for the rate to fall.
The standard of living undoubtedly has a great deal to do with the rate of wages paid, particularly among non-competing groups. Commencing with the artisan we observe that the standard of living rises as we ascend the social scale, e.g., the tradesman has a higher standard than the artisan, while the professional man has a higher standard than the tradesman and so on.
The educational qualifications necessary for the work to be carried out, together with the length of apprenticeship, etc., also affects the position, and this explains why an engineer is more highly paid than a tradesman.
The productivity of the industry is without doubt the chief factor in fixing the wages of those above the minimum. In an industry well and efficienty managed and in which the workers give of their best there is no doubt they receive more than the workers in a similar industry not so well managed or in which the workers are not so efficient or keen. An example of this is the Ford motor works in America.
The bargaining power of Labour is a factor that has played a great part in recent years in obtaining for the workers a fair share of the distribution of the wealth which they have assisted to produce.
This, then, brings us to the distinction between real and nominal wages. The nominal wage is the amount a man receives in £. s. d. The real wage is the amount he receives measured in commodities. If a man who was receiving £4 per week in 1914 is now getting £5 10s. per week his nominal wage has increased by 37½ per cent., but if the cost of living has gone up by 50 per cent., his real wage has fallen. What then concerns a man is not his
In 1926–1927 our Railway receipts from all sources were £8,460,761. The payments in round figures were, wages £4,000,000, stores £2,000,000, interest £1,913,310, other payments £547,451, total £8,460,761.
Applying the foregoing principles to the railway service we find that there can be no increase in wages unless there be first an increase in the earnings of the industry. There are two ways of attaining this: (a) by reducing the costs of operation, (b) by increasing production.
Whether the payment on account of stores could be reduced is largely in the hands of each individual railwayman. A 10 per cent. reduction in the consumption of stores would result in a saving of £200,000 which could be made available for distribution as wages.
The alternative is to increase the net revenue. This can be effected by (a) increased earnings, (b) decreased expenditure.
Increased earnings can be brought about by an increase in the tonnage and number of passengers carried, or by an increase in the tariff rates. This latter phase, however, is outside the sphere of this article.
The trade of this country is continually expanding and there is no doubt that as years go by the earning power of our railways will continue to increase. As mentioned before, what concerns an employer is the real wages paid, which, again, is dependent upon the output per man. Here then is a chance for every member of the service to increase the net earnings of the Railways. By every member entering with zeal into his everyday task and eliminating all sources of waste there is no doubt that the amount available for the payment of wages will be increased. In this lies the chief hope of the railwayman for an increase in wages. Here is an opportunity within the grasp of all—Will you take it!
Under the above heading, “H.A.G.” contributes to “The Christchurch Sun” the following interesting story of “Train-running Officers' Duties.”
You complain when the 4.30 train arrives at 4.30½. You wouldn't if you knew the complexity and perplexity which play such a big, yet unavoidable part in the working of the train running and transport department, perhaps the most important in the whole railway system.
Certainly the work is most intricate and delicate. The men in this department have their finger, as it were, on the pulse beat of the train system. With graph, pencil and telegraph, officers juggle with speed, time, grades, curves, breakdowns, slips, floods, tonnage, clearances, tablets, signals, and 30 other details to ensure faith with the public by rigid adherence to schedule. They pull the strings of a wonderful puppet show, and all the strings must be pulled right, as one false move means confusion, inconvenience, and possibly disaster through collision.
There is a staff of 14 in this department at Christchurch, and the office is open from 2 a.m. till midnight—sometimes for 24 hours on end. The West Coast, north line and branches and the south line and branches to Tinwald come under the jurisdiction of Christchurch officers. Each train is numbered, the even numbers north, and the odd ones south. Telegraphic advice is received from the stations along the route as to the running of each individual train. It is the duty of those at the central office to study the position of the trains on a graph and to see whether they will make the crossings provided at the scheduled time. If anything happens to make the train run late, then central office must re-arrange the crossings. At ordinary times, 150 to 200 wires are received each day, from stations, advising the movements of trains. At holiday times 500 or 600 wires are received.
The whole complicated system has to be closely watched, particularly on the automatic section, which extends from Christchurch to Stillwater. When tonnage is heavy from the West Coast, as many as nine special up and down trains between Christchurch and Arthur's Pass have to be dove-tailed into the ordinary schedule.
Should a train run late or a guard advise that his train cannot make the crossing place on time the control offices in Christchurch arrange an alteration of the crossing of trains to some other suitable place. If a train is late it may mean the dispatch of wires, the number depending, of course, on the number of trains to be crossed.
The attention required on the automatic system is very exacting, an officer being employed constantly on the telephone watching
There are five certified train running officers in the Christchurch office and others are in training. It takes 12 months of hard training to equip an officer to the point of efficiency required. He is required to pass a very severe examination in train control work before being permitted to undertake any responsibility in connection with the control and movement of any train. No mistake must be made in the human element of train control. Every Sunday an officer must be within call in case of sudden emergency.
The principal men in Christchurch who see that the 4.30 gets there at 4.30 are: Mr. H. L. Gibson, transport officer; Messrs. A. Clark, A. Pritchard, G. McLean, G. Allison, train control officers; and Mr. W. E. McKay, wagon officer.
In compiling the regular timetable the system is worked by a series of graphs showing each station, numbers of trains, the crossings and the time. All regular trains are shown in black marking; the specials are added in other colours.
The running of a special is determined by the tonnage offering. This tonnage is obtained by the wagon office according to the wagon orders received and the tonnage on hand at each station. Should there be more tonnage offering than can be handled by ordinary trains then specials are run. The train running staff then arranges these trains to fit in with the ordinary schedule. During the stock season the average number of specials daily is 10 in addition to the ordinary service. The work involved in arranging these specials and advising the staff is considerable. It involves the services of two train running officers for four hours a day.
The system of running trains is as near perfections as possible. Trains are plotted on the graphs by one officer and are required to be checked and certified by another officer before being issued to the staff on the track. Each officer must add his signature to show that the certificate is O.K. The pile of correspondence issued to the staff on the track over the recent holiday period would amaze people. The Department takes no chances; everything goes down in black and white.
In addition to the movements of goods traffic special arrangements have to be made for passenger traffic. For periods such as Christmas, New Year, Easter, and Carnival Week, considerable preparation is required before the event and before final instructions reach the outside staff. Two officers are detailed two months in advance to compile the necessary graphs.
There is a marked spirit of comradeship among the men in the Department, which sees to it that trains run to time; they are earnest to do their best for the Department and the public, so when you feel disposed to cavil because the officers have juggled half a minute out of your life time, think it over!
Mr. E. S. Brittenden, of the Head Office, Wellington, who is at present in South Australia (in company with Mr. J. W. M. Smith) making inquiries into train control methods on the railways there, sends along some interesting news regarding railway progress in the vicinity of Adelaide. He writes:—
“We attended the ceremonies in connection with the opening of a new bridge over the Murray River and the extension of the railway from Parringa to Renmark. We were the guests of the Renmark people for the day—and what a day! They are the most hospitable people I have ever had the pleasure of meeting. Renmark is the centre of a big district irrigated by water pumped up from the Murray—there are miles of vineyards and orchards, with here and there a distillery or a fruit preserving factory. We visited most of them.
“Remark is about 215 miles from Adelaide and the passenger traffic is being catered for by a fast express servies which leaves the terminus each night and arrives at its destination early the next day. Sleeping accommodation is provided, and Renmark people can do a day's business in Adelaide with a minimum amount of inconvenience and loss of time. A few car loads of perishable fruit are also taken when offering.”
As night was falling Honi paddled his canoe towards his raupo whare which stood out on the headland across the placid waters of Lake Taupo. He had enjoyed a good day's sport amongst the trout and was making his way home with his catch, in order that Epuki, his wahine, could prepare the evening meal. Honi was a splendid specimen of the old time native who had drifted back before the advance of the white man and had settled on the shore of the lake at about the time Te Kooti and the Hauhau natives were beginning to realise they could not stop the onward march of civilisation.
Epuki, who originally hailed from the shores of the Manakau, insisted that Honi should make a trip to Akarana (Auckland) with her, in order that she might once again visit the scenes of her childhood. An early start had to be made the following day so the two Maori ponies were tethored in readiness. Hori, the five year old son of Honi and Epuki, had been taken to the lake early in the day and vigorously scrubbed in order to have him fit for the journey to the city. Hori, hitherto, had not been overburdened with clothes, and for the 60 mile ride to Putaruru his toilet was to consist of his shirt alone. He was then to be fitted out at the store for his train journey. The horses were saddled early. Epuki mounted and Hori was placed in front of the saddle. Honi then mounted in a leisurely fashion and a start was made for Putaruru. The native places no value on time, and Honi enjoyed to the full his trip across the plains. The jig jog of the Maori pony does not register much speed, but for sight-seeing purposes this method of progression possesses many advantages. As the miles passed by, Honi began to realise that the white man was slowly pressing him and his beloved people further and further back. The Taupo Timber Company's tramline and mills were eating into the heart of the bush, whilst afforestation companies were taking up the land formerly reserved exclusively for the use of the wild horses which at one time ran in their hundreds over the Tokoroa Plains. However, these thoughts were all left behind as at last the township was reached and the ponies safely paddocked.
A visit to the store followed, and after all little business affairs were settled, Honi and Epuki retired for the night. The next day, two hours before the Rotorua express for Auckland was due, Honi, Epuki, and Hori were sitting on the platform of the station waiting to continue their journey to the city. Honi had not seen a train since the days of the Cambridge Land Courts, and was rather dubious of what was to him a strange mode of travel. As the train came to a stand he was directed to a second class smoker and as soon as he saw Epuki safely seated, he heaved a sigh of relief, sunk back into the corner of the carriage and got ready to smoke. With his pipe in full blast and emitting clouds of smoke he had soon nearly half of the car to himself. The ordinary travellers in the smoker did not appreciate the delicate aroma of the “torori” and diplomatically advised Honi of this fact. He replied: “Kapai to Maori tobacco.”
As the train was now fairly under way Epuki decided that it was time a little attention was paid to Hori who was still not overburdened with clothes. A sugar bag was therefore drawn out from under the seat and with one dexterous movement Epuki caught hold of Hori, pulled his shirt over his head, leaving the youth garbed in clothing similar to that in which the Australian black graces the wedding breakfast. This action caused a smile to go round the carriage. Hori, however, who did not look pleased, decided that the moment had arrived for him to take action, and accordingly disappeared under the
The train now approached Morrinsville and Honi looked out of the window and noted the many changes in the face of the country. Gone was the old Maori pah and all its inhabitants. The Lockerbie station that used to shear its forty thousand sheep each year, was now a thing of the past. Wherever the iron horse and the shining rails had penetrated, prosperity had followed in its wake. Cheap carriage of his necessities and low freights on his manures and butter and cheese had enabled the white man to achieve what to Honi appeared the impossible.
On rolled the train across the famous Eureka swamps and at last it drew up at Frankton Junction. In 1896 the staff at Frankton Junction consisted of the stationmaster, “Bob” Peat and his porter, A Auger. The destinies of the yard were controlled by one shunter—L. Beer—a man famous for his feats on the athletic tracks. Honi proceeded to the up-to-date railway refreshment rooms, and after supplying Epuki and Hori with a pie each, sauntered around to inquire about his comrades of bygone days. Entering into conversation with a genial guard Patrick Reidy, from the Emerald Isle, he discovered that the staff at the station consisted of about four hundred men, and that all his old friends had gone to the happy hunting grounds. The beautiful fertile valleys of the Waikato, the land of milk and cheese, had developed at such a rate as to necessitate this huge army of transport workers being located there. “Py gorry,” Honi remarked, “I tink you te bigger liar than Sam Cameron.” Honi's mind instinctively went back to the days when Sam Cameron, the famous old time guard, practically ran the N.Z.R. in the Waikato and exercised more authority than all the other railway officials in the North Island. Things were certainly different in those days. There was only one train at Frankton Junction and it ran one day a week to Cambridge, one day to Te Aroha, one day to Lichfield, one day to Ngongotaha and one day to Otorohanga. The Main Trunk line had not been penetrated through the King Country. The memories of the Maori dances that were held in the Otorohanga goods shed still linger in the minds of many of the old timers in the Waikato. Dixieland could give no points to the patrons of the Otorohanga functions as organised in the days of Honi's youth.
As the Waikato river came into view, Honi thought of the days when he pursued the “kotiros” in his canoe before he finally captured Epuki and placed her in charge of his land and kumera patch. On arrival at Mercer, Honi began to feel quite at home once again, and thought of the many regattas held there in Tommy Porter's days. Then, Maoris gathered there from far and near and the entry of the Maori war canoe with a total of sixty paddles was a sight which used to attract the pakehas in their thousands. Easy travelling by rail and modern transport had, however, almost caused the native to relinquish the canoe as a mode of travelling. This thought caused Honi a tinge of sadness, but as his mind began to grasp the extent to which modern transport had brought prosperity to his land, he confided to one of his fellow travellers, “Kapai Dick Seddon and Timi Carroll, they the fellow build this railway!” On through Newmarket the train passed and, as it negotiated the tunnel, Honi had his first experience of passing through the bowels of the earth. The guard explained the position, and Honi remarked, “Py gorry—the train he must have the good eye not miss te mark!” After having got safely settled at the Waitemata Hotel, that Mecca of the native race, Honi proceeded to view Queen Street. A bevy of city girls on their way to the beauty contests passed. To inquiries as to his opinion of the pakeha ladies, Honi stated “Oh! well he got te short dress and te nice boot—but kapai Epuki to cook te kai and pull te canoe.” His final opinion of the Queen City was: “Too many te noise this town here. Soon I go back to Taupo again. Good bye all you fellow, Kia Ora.”
From G. McClatchie and Co., Christchurch:—
We wish to express our very great appreciation for the assistance of your Department in connection with the despatch of a special consignment of coal to Islington, Smithfield and Pukeuri. The coal was required at these works for a special purpose and ways and means were a source of considerable anxiety to us, but your offer to run special trains has relieved us of any embarrassment.
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From the Managing Secretary, Royal Show, Auckland, to the Railway Board:—
I am directed by my Committee to ask you to place on record the very able manner in which the officials of the Railway Department at Remuera station coped with the transport of stock at that station during the Royal Show …. Working as they did under great disadvantage owing to the very small space for trucking, and being the largest stock train which ever arrived at Remuera station, it is something to their credit that no hitch or serious delay was caused. The stationmaster (Mr. C. C. Felton) is especially to be commended for the very fine organisation of those under him.
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The Secretary of the Otago Agricultural and Pastoral Society writes to the District Traffic Manager, Dunedin, as follows:—
I have very much plesure in conveying to you the following resolution passed at an executive meeting held this morning.
That this meeting place on record its appreciation of the satisfactory arragements made by the Railway Department in the handling of all show stock both in regard to the arrival and departure, and desire to express their thanks to all officers and men for their assistance.
The committee desires to express its special thanks to all those engaged in the loading of the stock, especially under such unfavourable conditions.
From the Secretary, Canterbury, Owners' and Breeders' Association, Christchurch, to the District Traffic Manager, Dunedin:—
At a recent meeting of the Committee of the Canterbury Owners' and Breeders' Association, I was directed to convey to you their appreciation and thanks for your good work in putting on a large horse train with ample accommodation for all passengers on the night of Saturday, January 29th.
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From Mr. T. H. Lynskey, Headmaster, District High School, Taumarunui, to Mr. E. J. Guthrie, Stationmaster, Taumarunui:—
On behalf of my staff of the above school I wish to thank you for the excellent arrangements you had made for transporting children during the visit of the Duke and Duchess of York. Nothing better could have been wished for.
From Mr. Clem. S. Johnson, Tokoroa, to District Traffic Manager, Ohakune:—
I should like to bring to your notice the courtesy and kindness I recently received from members of your staff at Te Kuiti. I was travelling with stock from Feilding to Putaruru and at Te Kuiti I noticed that a valuable animal was down. I saw the Officer-in-Charge, Mr. Thompson, and expressed my desire to have the stock taken off. Mr. Thompson immediately gave the necessary instructions and the wagons were promptly and most carefully shunted to cattle yards, and I had the cattle out of the trucks within ten minutes from the time I first noticed the beast down. After I had retrucked stock for a later train the necessary shunting on to train was carefully and quickly performed.
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From H. L. Tapley and Company, Dunedin, to the Goods Agent, Dunedin:—
We desire to express our appreciation of your assistance given us with regard to some wool which was urgently required for shipment per s.s. “Canadian Planter.” This assistance, given when we were in a difficulty, has helped considerably, and we do not wish the opportunity to pass without expressing our appreciation.
From Dr. W. P. Gowland, Hon. General Secretary, Australasian Medical Congress, Dunedin, to the District Traffic Manager, Dunedin:—
I am directed by my Executive Committee to convey to you their sincere thanks for the help your Department has given them during the recent Medical Congress. Perhaps you will be kind enough to convey the same to your Chief Clerk whose courtesy and consideration has been much appreciated.
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From the Secretary, Dannevirke Friendly Societies' Council, Dannevirke, to the District Traffie Manager, Wellington:—
My Committee have instructed me to convey to yourself, also to the staff, both at Dannevirke and Napier, our sincere appreciation of the excellent arrangements made for the conveyance of our excursionists. All concerned were unfailing in the manner in which they carried out their duties, being both courteous and attentive, which has given our yearly functions a very popular name. Everyone is well pleased with the arrangements, and as our excursion is now a well established fact we hope when the time arrives for our next venture we will be able to keep up the good reputation now gained.
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The following appreciative letter was sent by Mr. W. H. Haddrell, Westown, New Plymouth, to the Railway Board:—
I should like to express through you my appreciation of the courtesy and attention received from the two railway porters at Te Kuiti on December 14th when boarding the Daylight “Limited” for Auckland. As a blind man accompanied by my wife, I was thankful for the assistance received which was only possible through the porters dividing their work in order to see that I was safely on board the train. I have travelled a good deal and believe that these porters are a great credit to the New Zealand Railways.
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The Secretary, South Wairarapa Trotting Club, Greytown, writes to the Secretary, Railway Board:—
I am instructed by the stewards of the above club to convey to your Department their sincere thanks for the able and courteous assistance rendered by your officers at Carterton in the detraining and railing of horses on the occasion of our annual meeting.
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From the Secretary, New Zealand Public Service Association, Southland, to the District Traffic Manager, Invercargill:—
I am directed to convey to you our appreciation of the splendid arrangements carried out in connection with our excursion to Queenstown. Every member of the train and steamer staff did their utmost for our comfort; but I would especially like to mention Mr. W. Rodgers of the Transport Office, Inspector Railton, and Mr. Wilkinson, Stationmaster at Kingston, for their kindness and consideration. The gramophone on the “Earnslaw” was also an enjoyable innovation.
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From the Rev. J. A. Jermyn, Westport, to Mr. A. Steven, Stationmaster-in-Charge, Westport:—
I wish to express my thanks to you for your kind attention to all the details in connection with the picnic train to Carter's. The courtesy and patience of your staff and officials made the train journey not the least pleasurable part of the outing.
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In an interview with the Railway Board at Oamaru, Mr. S. Walton, of the Beautifying Society, paid the following tribute to the courtesy and officiency of the Railway staff at Oamaru:—
While I am on my feet, just let me say that a number of retailers in this town asked me to express to you the general appreciation of the business community of Oamaru of the courtesy and efficiency on the part of the railway officers in this town. If we look for courtesy and willingness on the part of the railway staff from the Stationmaster down we do not look in vain.
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From the Secretary, Feilding Industrial, Agricultural and Pastoral Association:—
I am directed to express the high appreciation of my Committee for the courtesy and efficiency accorded the stewards and officials of this Association by the Stationmaster and his staff at the local railway during our recent Show. Also my Committee wish to especially thank Mr. Pringle, Business Agent, for the better railway facilities he placed at our disposal which made for the more expeditious handling of Show stock.
Mr. G. Greig, Railway Business Agent for Otago, put the case for the Railways very effectively when speaking before the Otago Provincial Council of the New Zealand Farmers' Union on 24th March:—
“Speaking on the subject of linking up motor carriers with the Railway service,” states the “Otago Daily Times,” “Mr. Greig said the Department had had a good deal of success in inducing the motor carriers to link up. It was a sort of ‘gentleman's agreement’ that was not strictly binding. He instanced what was done at Orari, and said the Department was in a position to offer the farmer transport right from his farm to the city. The Department collected all the fees and refunded to the motor carrier his share. They had carriers linked up with them in practically all the country centres. The system had worked very satisfactorily. The benefit to the carrier was that the Department did his business for him, and he had no bad debts. It took a lot of worry from the farmer, and it was good also for the Department. They would take in any carrier whom they thought would render useful service.
“In the Dunedin district, which extended from Tinwald to Milton, they had carried, up to March 5th of this year, 59,756 bales of wool, which was an increase of 7,162 compared with the previous season. In two years they had increased their wool traffic by something like 17,000 bales in the Dunedin district alone. In other directions also they had been able to increase their traffic. The chief competition in this district was round about Timaru, where they had flat roads. In many cases they had had to put on special rates to meet competition and it has paid them handsomely to do so. In Waimate they put a carrier competitor off the road in a week, and he then linked up with them!”
Mr. Waite: “What did you do then! Put the rates up!” (Laughter.)
Mr. West (District Traffic Manager): “I wish we could!”
Mr. Greig said that was no part of the Department's policy. It was no part of their policy to pile up profits, but they required 4⅛ per cent., to meet their heavy interest bill and working expenses. They endeavoured to give the farmer the best service possible, and in many ways they assisted him very considerable. He quoted a number of scale charges in support of this, and said these cheap rates meant more production—and that led to more business for the Railway—and everybody was bonefited.
Touching on farmers' excursions, Mr. Greig said that big commercial concerns had their annual excursions, and the Department wished to start something of the kind among the farmers. Such an excursions from the Waikato to Hawera last year proved a great success. He had in mind the working up of a farmers' excursion from Otago and Southland to Lincoln College (Canterbury), which was, of course a most interesting place from the farmers' point of view. He suggested a four days' excursion at a rate slightly cheaper than the ordinary excursion rate. The Agricultural Department proposed to set up a carriage and fill it with exhibits, and to send instrutors and demonstrators with the train. The rate would be practically single fare plus 25 per cent., and they would stop as required by passengers. They would want about 300 people to make train of it. If they found too many were coming they could make separate trains for Southland and Otago.
The President (Mr. J. Preston) said the proposed excursion ought to appeal to every one of them. It would be a good outing, and they would certainly all learn something from it.
The Council decided to approach the branches regarding support for the excursion.
An Irishman started on his first trip. Never having been in a railway station, he did not know how to get his ticket, but he saw a lady going in and determined to follow her lead. The lady went to the ticket box, and putting down her money said: “Cora Lynn, single.” Next in line was Pat, who promptly planted down his money, and said: “Patrick Murphy, married.”
* * *
“Any luck to-day!”
“One deer and two hares. And you!”
“Six hares, twelve rabbits, nine geese, thirteen hens and four ducks!”
“All with one gun!”
“No—with one motor earl”
* * *
* * *
A Kildare porter put up a notice which read: “The nine-thirty train won't go to-night till ten o'clock, and there won't be no last train to-night.”
Earnest but prosy Street-corner Orator.—“I want land reform, I want housing reform, I want educational reform, I want——”
Voice.—“Chloroform.”
* * *
Five-year-old Daughter: “Look at that funny man across the road.”
Mother (looking in shop window): “What is he doing!”
“Sitting on the pavement talking to a banana skin.”
* * *
Magistrate: “And what was the prisoner doing!”
Constable: “'Ee were 'avia' a very 'eated argument with a cabdriver, yer worship.”
Magistrate: “But that doesn't prove he was drunk.”
Constable: “Ah! But there worn't no cabdriver there, yer worship.”
* * *
An Oriental paper having an English section distributed the following notice: “The news of English we tell the latest. Writ in perfectly style and most earliest. Do a murder commit, we hear of an tell it. Do a mighty chief die, we publish it, and in borders sombre. Staff has each one been college, and write like Kipling and the Dickens. We circle every town extortionate not for advertisements.”
* * *
At a negro wedding when the minister read the words, “Love, honour, and obey,” the groom interrupted him and said: “Read that again, sah, read it once mo' so de lady kin ketch de full solemnity ob de meaning. I've been married befo'.”
Teacher: “Johnny, can you tell me what a hypocrite is!”
Johnny: “Yesa ma'am. It's a boy what comes to school with a smile on his face.”
Most of us have a hobby. We must while away our leisure hours, and—although the millennium in the worker's dream is to lie in comfort in an easy chair with a pipe at hand, aye, and a “wee drap” too—once released from daily toil the worker finds that the cherished retirement, to which he looked forward with such pleasurable anticipation, is but falsely realised, and he must find relaxation in employment: he must find a hobby.
So many of us forget that labour is the honey of life; that, to those who are not habitually indolent, work is the antidote for dissatisfaction and depression. In passing along life's way we meet with those whom we feel to be of the favoured few, and—contemplating our lot—we lament our misfortunes. We pine for the other fellow's daily round.
This is one of the ridiculous traits of human nature, and, should we fail to curb it, we become obsessed with imaginary grievances which fidget our very souls; we become sceptical, rancorous, moody, and indifferent to pleasure—all ills bred of an idle mind.
How very different is the lot of the man with an aim, the man with the hobby; some little employment which occupies and soothes his mind during his leisure hours. The hobby is not the exclusive prerogative of the rich. It is within the reach of the most impecunious labourer. It takes form in many ways; some build, others indulge in the various field sports; some take the rod or gun, while others are patrons of horticulture and agriculture. To judge from the prodigious industry of some of our country members in the last named hobby, it appears to be both absorbing and lucrative.
While taking a constitutional one recent afternoon I happened upon the home of one of our highly esteemed Dunedin guards. It was ideally situated on a sunny slope, entrance being obtained by a winding path through a sprinkle of native bush. In front of the house there was a plot of roses which, to me, a layman in the art of their cultivation, appeared as a triumph of culture; their sturdy yet delicate blooms were richly coloured in wonderful tones pleasing to the eye. It was a plot in which one could well take a just pride. At the bottom of the slope was a huge hothouse used for the propagation of tomatoes; here was found the man of industry, busily gathering, in a truly practical sense, the fruit of his labour. The plants had yielded a splendid crop of “Condine Reds” which, in colour and flavour, leave little to be desired. This house has produced upwards of two tons and a quarter of first-class fruit this season, and, realising fancy prices, has brought a return which would make some of our “cowcocky” members contemplate a change of occupation. These results are most pleasing, and are no doubt gratifying to the grower, but they have been achieved by dint of hard toil and no amount of anxiety on the financial side. This industrious member is our old friend Guard Thomas O'Brien.
Dunedin has just been filled with an Australasian Medical Congress which brought many travellers from abroad. All the visitors were impressed with the beauty of our province, and looked forward to their tours which extended from the North Cape to the Bluff. The local traffic office had a busy time mapping out itineraries of travel for several parties, and owing to the Department's extended operations in this direction it was able to arrange interesting tours which embraced a good proportion of rail scenery. It seems that the Department could do an extended business in this direction, and there is every indication that it would prove profitable; a well mapped tour certainly provides a good advertisement for our system.
The fruit traffic in Otago has been disappointing this season on account of the failure of the stone fruit crop, and the depleted crops will cause a large deficiency in the usually substantial revenue derived from this source. The shortage is causing consternation among a number of our members in the main centre, who are wont to visit the auction marts to purchase their annual supplies of strawberries, peaches, apricots, etc., as the prices being obtained are disquieting to the limited purse of the railwayman; however, one sees several of the more venturesome struggling valiantly home on their cycles, maintaining their balance with a case reposing upon the handle bars, in a manner which indicates long practice in the art. If any of the country members seek an agent to obtain their supplies I can confidently recommend each of these worthies; most of them have been trained in the Dunedin City, and will keep an eye on thè bawbees. I do not vouch, however, for their commission charges.
* * *
The recent spell of excellent weather enjoyed in the south has been a veritable harvest for our outdoor champions; cricketers, bathers, tennis fiends, those found of “biking,” yaehtsmen, and the rest, have indulged in their respective sports to the full. When work brings these gladiators together on a Monday morning we are regaled with many interesting accounts of the mighty achievements of the week-end; how the cricketer was thwarted in his attempt to knock up a century—being caught most unfairly in the slips before opening his account; how the bather just failed to make a hit with a fair mermaid parading the sands; how the tennis fiend double-faulted through no fault of his own—the alluring glance of his lady opponent being really his downfall; how the yachtsman intends to annex the Sanders Cup; and the rest, well, they just babble. This is the joy of having a hobby, and one half of the fun is prattling to one's friends of achievements and disappointments in the particular hobby in which the speaker is interested. This is the sociability which we miss when it comes our turn to sever our connections with the N.Z.R.
* * *
We have several yachtsmen in the district, the most prominent being Mr. Geo. Kellett, whose fourteen footer, the “Winifred” is this year's Otago contestant for the Sanders Cup. At the time of writing the Otago boat has not sailed up to her reputation in the races which have been held, but this cannot be taken as an indication of her worth, as she has some wonderful performances to her credit. Another prominent yachting enthusiast is Mr. Walter Munro of the District Office staff; he sails the “Vera,” a 23 foot keel yacht, which has met with several aquatic successes on the Otago Harbour. There are many great sportsmen in the district, but they are shy when approached to give a few particulars of their achievements, so the writer would be pleased to receive notes from their friends. It is the personal touch which is required to retain the interest in our magazine.
* * *
The Railwaymen's picnic was held at Evansdale recently, and proved an unprecedented success in every way. A special train was provided by the Department, and although the Picnic Committee anticipated a good attendance, they little expected that it would require twenty overtaxed ears to convey the happy band to the picnic ground: some two thousand attended. The weather was ideal and with a well arranged programme of sports, etc., a most enjoyable day was spent. The special left Dunedin at 10 a.m. having commenced its journey at Mosgiel to pick up the suburban enthusiasts. After much sorting out and juggling of lunch baskets, the crowd settled down; at least, as many as possible did so, the remainder stretched their legs; and there were many thrills of happy anticipation as the “Wab” and her confrere the “B” steamed away with their cheery, light-hearted freight. There is something about a picnic by rail which provides a thrill unassociated with any other mode of transport; from the earliest school days we have sung of the joys of the train picnic, and the appeal is still strong when the opportunity comes our way. The Committee's organisation was the source of favourable comment generally, and it must have been extremely gratifying to each one of them to witness the many happy faces at the end of the day. While at Evansdale a large number took the opportunity to visit the Glen which provides some of the finest scenery to be seen in the South Island, and is visited frequently by overseas tourists. On this occasion its exclusiveness and quiet provided many thrills for the younger members of the party. Many who attended are already talking of next year's picnic, and it seems that the Railwayman's day will be the outstanding outing of the year.
During the past few years, much has been done in connection with the development of electric traction. Nearly every country is interested at present in railway electrification, and it is interesting to note the various schemes which have been adopted by each.
Standardisation is the principal factor governing electrification of any railway. This is very important in order to secure proper interconnection on the various lines which may, at a later date, be affected and become electrified.
Recently, several countries have embarked on big electrification schemes, and one of the largest of these (it is using the universally adopted voltage of 1,500 direct current) is that of the Midi Railway in France. In view of the magnitude of the development, a few remarks on this particular railway will not be out of place, more especially as it is a similar system to the one already in use by the New Zealand Railways at Otira Tunnel.
Shortly after the War, a commission was set up by the French Government to investigate different railway electrification systems in use in France and abroad with a view to carrying out a 2,000 mile electrification, a work which was to occupy a period of ten years for its completion. The conclusions arrived at by this commission were finally adopted by the Government, and it was decided to use direct current at 1,500 volts with a condition that in special cases 3,000 volts could be used. The method of collecting the current was to be either by overhead or third rail, the locomotives to be designed for both methods of collection. Direct current using 1,500 volts is generally favoured at present by the majority of engineers in various countries, with the exception of America, which has used 11,000 volts single phase very extensively. It is interesting to note the deductions arrived at and the reasons given by the French commission for selecting this particular voltage and current.
Firstly, direct current was considered to be the best means of overcoming inductive interference on low tension circuits. It allowed of less weight and lower cost of direct current locomotives, greater overload capacity, and cheaper maintenance cost of motors. The voltage selected was also considered the maximum permissible for the use of third rail. The main power lines are fed along the railway by 60,000 volt feeders to the various transformer stations by means of overhead wires, the current being then transformed down and converted to 1,500 volts direct, to be sent out on the track.
Two types of convertor are in use on this system. The rotary convertor and mercury rectifier. The typical substation is equipped with 1,500 k.w. sets of two 750 k.w. (750 volt rotaries) operated in series, and it appears from the number of substations already equipped this way that very satisfactory operation can be obtained. The overloads, which the machines are capable of withstanding, are in the vicinity of 200 per cent. without flashing over.
A later development, however, is the introduction of the Brown Boveri Mercury Rectifier producing 1,500 volts direct current. Several of the Midi Railway Substations have already installed groups of 1,200 k.w. capacity rectifiers. The groups consist of a pair of cylinders in parallel connection and fed with 12 phase current produced by special transformers manufactured by the same Company. The efficiency of these stations is very high at all loads and their overload capacity is quite as high as that of a rotary convertor station. These static machines have been brought to such a state of perfection that there is every prospect that they will be adopted fairly extensively for traction work. They are capable of handling very heavy momentary overloads, and there
The rectifier presents several distinct advantages over the motor generator and rotary convertor machines, the principal outstanding features being as follows:—
(1) Small space occupied. (2) Small weight. (3) No vibration. (4) Little attendance. (5) Facilities for transport. (6) No foundations or rotary parts. (7) Noiseless running and heavy overload capacity. (8) High efficiency at all loads.
These advantages speak very much in favour of this plant, more especially where several stations have to be installed on a long length of track. The net result would be to obtain a high all round efficiency along the track at all conditions of loading as compared with the other forms of convertor. In addition to this, there would be a considerable saving effected in size of buildings, cost of transport and handling, which are expensive items where a large number of plants are involved.
Quite recently the Berlin Metropolitan Railways decided to install 125 Mercury Rectifiers of various makes on their railways, using 800 volts direct current for the supply. The total output of rectifiers represented was 114,000 k.w. and it is evident that a good impression was made on the German Commission of Engineers by the reliability and performance of this particular plant. The rectifiers are adapted to automatic control in the same way as the rotary convertor or motor generator substations.
Another installation recently put into commission, which is of special interest, is a 3,000 volt railway in Brazil running between Jundiahy and Campinas, a distance of 27 miles, with further extensions now under construction to Rio Claro, making a total length of 83 miles of electrified line. Most of the equipment is of the equipment is of American manufacture, but recently a very large locomotive was supplied by the Metropolitan Vickers Electrical Co., Ltd., having a rating of 2,340 H.P. and weighing 100 tons. It is the largest electric locomotive built so far for passenger service, and a few remarks on its construction will be of interest.
The locomotive is designed to run on a 5 ft. 3 in. track and is of the 2-6-0+0-6-2 type, equipped with six motors each wound for 1,500 volts and insulated up to a pressure of 3,000 volts. The motors, each of which is 390 H.P., transmit their power to the axles by means of flexible spur gearing. The main body of the structure is carried on two trucks each having three driving axles and a single guiding axle. The trucks are coupled together by an articulated ball joint, and the body is supported on two pivots which engage in centres suitably placed to give the desired loading on the track. The direct current at 3,000 volts is collected by means of two pantographs which can be raised or lowered by compressed air. Spring control is also provided to allow of any variations in trolley wire height above the rail level. The motors are field controlled and are arranged for re-generation on down grade, a special motor generator being provided for the excitation of fields of the main motors. The control equipment is of the electro-pneumatic type, the master contractors being operated in turn by means of electrically controlled valves. The driver's control consists of a non-automatic drum type, fitted with three handles, viz., accelerating handle, the combined reverse and motor combination handles, and a re-generative handle, which operate three drums fitted on a combined shaft.
A large number of similar control equipments were supplied to the South African Railways, but were 1,200 H.P. each and arranged for multiple unit control. The motors were designed for 1,500 volts to operate with at least two always in series across the line voltage. Regulation of the speed of the train is obtained by grouping the motors by special control apparatus in series and in parallel.
Another big development in railway electrification is the introduction of the automatic substations and supervisory control. The Capetown Suburban Railway in South Africa is a typical installation where remote control is used over a line approximately 30 miles in length. The power is transmitted partly overhead and partly underground by cables carrying 33,000 and 12,000 volts to convertor stations located at definite intervals along the
At the load despatcher's office, the essential apparatus is the despatcher's control board and supervisory cabinet. By means of these boards the “operator” or “load despatcher” has complete control over the whole system, and is able to ascertain whether the various stations are functioning correctly along the line. Any faults occurring in any one station under control by the supervisor are at once made obvious by the dropping of a signal pilot lamp or relay shutter which indicates the exact location of the trouble.
The supervisory control is, undoubtedly, a very ingenious development. It provides for the correct functioning of all switches located in substations along the line, many of which are miles away and cannot be seen by the operator. The selections of apparatus and their operation are governed by a series of three trains of impulses. One will select a substation, another a group of circuit breakers and the operation to be performed, and a third, the required circuit breaker. The first impulse train sent out would be received by all the substations, locking out those not wanted, and the two subsequent trains are received only by the selected station. When a circuit breaker has been selected along the line, an indicating shutter or lamp shows the operator that the correct selection has been made and the operation is allowed to proceed.
Rotary convertors, rectifiers, circuit breakers, and all other control gear which forms part of the substation equipment, may be designed for full automatic control from the “load despatcher's” desk miles away down the track, resulting in a big annual saving in attendants' wages.
New Zealand is already in the happy position of possessing several large hydro-electrical power stations connected throughout the country by extra high tension transmission lines and having bulk supply substations located at all important points for the supply of power. The whole of this system could be utilised to advantage by both the Power Boards and the Railway Department, resulting in an improved load factor and greater economy in operation.
In conclusion, it may be stated that the electrification of railways is gradually assuming big proportions, and the day is not very far distant, when countries like our own will be compelled to consider electric traction, at any rate, for its suburban sections.
Amongst the features of railway construction which have provided subject matter for discussion in various journals lately, the length of station platforms has produced lively controversy.
In a world survey, the Railway Magazine (England) arranges the thirteen “leading lengths” in the following order:—
It is stated that the reason for the long platforms in India is that the lay-out which best suits Indian passengers is one or, at the most, two long platforms, which will accommodate all trains halting at one time, usually four at the large junctions. This lay-out is said to be better for their requirements than several short platforms connected by overbridges or subways.
In New Zealand, Dunedin takes pride of place with a platform length (exclusive of ramps) of 1,485 feet, or only 15 feet short of the London (Victoria) platform
Clerks:
Scott, A., to Stationmaster, Grade 6, Reefton.
Locomotive Inspector:
Martin, G. F., to Locomotive Inspector, Grade 1, Auckland.
Shunters to Guards:
Wilson, J. A., to Invercargill.
Brown, J., to Waitara.
Perry, J. E., to Dunedin Passenger.
Porters to Shunters:
Cottrell, J. R. W., to Wairiro.
Johnston, T. A., to “Spare” Addington.
Kerr, H. R., to Westport.
Wilson, L. H., to Timaru.
Cosgrave, A., to Wellington Goods.
Joseph, J. N., to Westport.
Porter to Signalman:
Brown, H., to Dunedin Passenger.
Tablet Porter to Signalman:
Robertson, A., to Grade 2, Ohakune Junction.
Storeman:
Powe, T. E., to Grade 1 Stores, East Town.
Coaching Foreman to Goods Foreman:
Lash, H. J., to Grade 5, New Plymouth.
Guards to Goods Storemen.
Ball, H. J., to Grade 6, Greymouth.
Trevella, S. G., to Grade 6, Greymouth.
Guard to Coaching Foreman:
Furlong, M., to Grade 6, Palmerston North.
Skilled Labourer to Storeman, Grade 1:
Sarginson, A., to Hilliside.
Lifter to Train Examiner, Grade I:
Stemp, H. L., to Taihape.
Labourer to Skilled Labourer:
O'Connor, J. C., to Hillside.
Labourer and Acting Holder-up to Skilled Labourer and Acting Holder-up:
Huddleston, W. J., to East Town.
Labourer to Holder-up, Grade 2:
Christini, D., to Newmarket.
Labourer to Sewing Machinist, Grade 2:
Stevens, J. N., to East Town.
Cleaner and Acting Fireman to Washoutman:
Mollett, F. C., to Taihape.
Carpenter to Leading Carpenter:
Clark, P., to Taumarunui.
Plumber to Leading Plumber:
Burton, T. H., to Penrose.
Ganger sub-class 10 to Inspector Permanent Way, Grade 6:
Cooper, R. J., to Gore.
Surfacemen to Gangers, Grade 2:
Grady, J., to Kaikohe.
Tomkins, W. E., to Otira.
Wallace, R. W., to Para.
Rogers, L. E., to Morrinsville
McCarthy, M., to Hoteo.
Labourers to Skilled Labourers:
Park, W., to Penrose.
Crisp, H. R., to Penrose.
Labourer to Bridgeman:
Bish, H. S., to Penrose.
Note.—“Minus” sign indicates decrease.