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I hereby certify that after investigation of the publisher's lists and other records the average circulation of the New Zealand Railways Magazine for the 12 months ended May, 1928, is in excess of 20,000 copies per month during the whole of that period.
So much has been spoken and written in regard to socialism that there may be a tendency to forget that a State enterprise, such as a national railway system, may be carried on on quite non-socialistic lines and strictly in accordance with business principles.
The case in favour of a State running certain services in preference to allowing them to be carried on by private enterprise is freely conceded by economists to be unanswerable in the case of certain classes of work. For instance no one now ever suggests that postal business would be better left in the hands of private companies.
In regard to railways, the case is not so clear, as the greatest railway systems in the world have been built privately. But even these have, in many instances, depended upon public grants and concessions of various sorts for their establishment, and all have required some form of Government authority for their construction. The difference between these, however, and the railways built in most of the British overseas possessions is that, while the private railways have, in practically every case, been constructed to supply the needs of existing traffic, the State railway systems have had their origin in a desire to develop the country, for which purpose nothing has yet proved so effective as a railway. Moreover, in hardly any instance would such construction appeal to private individuals as a good investment from a purely operating standpoint. These conditions apply very definitely to New Zealand. But having brought the railways through their developmental period, when, naturally, they had to be worked on much the same lines as any other Department of State, the decision made some three years ago to place them upon a commercial basis has produced a new situation and a new outlook. The result so far has been to show that the same principles that governed the management of a private railway or private business of any other kind can be applied successfully to a State transport concern. There are, moreover, certain definite benefits that a State-owned business of this kind could confer upon a community which could not be obtained under private enterprise. The recent washouts along the Wellington-Hutt Valley Railway line supply an apt illustration of this. When, for a totally different reason, there were no trains operating on this section of the line for a few days, private enterprise seized the opportunity to provide road transport between Petone and Wellington for the usual rail borne passengers–charging 2/- for this service. On the
Then there is the feature of service such as the needs of the country may demand, e.g., in the matter of freight regulation and train connections to isolated places which it would not pay private enterprise to supply, but which the State is quite justified in supplying for the public's welfare. Anyone acquainted with the personnel of the Railway Department in this country is aware that the keenness of the average employee to do the best for his Department is at least equal to that obtaining in the best large scale private businesses and, that being so, the last remaining objection to a State enterprise of this kind is definitely removed.
As a traveller by rail in the United States and other parts of the world, Mr. Foster, United States Trade Commissioner, finds nothing to complain about in the service of the New Zealand Railways. “I tested this,” he said to a representative of ‘The Post,’ “on a recent trip to and from Auckland, using a sleeper. I reckon that the accommodation on your express trains is as good as you will find in most parts of the world. The New Zealand public has good reason to praise its Railway Department for the way in which the comfort and convenience of travellers are provided for.“—(Evening Post, Wellington.)
There died recently at Dunedin, at the age of 84 years, Mr. J. Thomas, the first engine driver of the Otago Railways. The late Mr. Thomas was engaged by Mr. Robert Fairlie, the eminent engineer, to bring out the first two engines for Messrs. Bondfoot Olliver and Ulph, who were constructing the Dunedin-Port Chalmers railway. These engines were of the double Fairlie type, and were built by the Vulcan Foundary at Newton le Willows, Lancashire. They were shipped at Liverpool on the ship Wave Queen for Port Chalmers. The ship called at Bristol and there picked up the carriages, wagons and rails for the railway. Mr. Thomas joined the ship at Bristol, and arrived at Port Chalmers on 5th August, 1872.
He superintended the erection of the rolling stock and had the first engine, named “Josephine,” in steam on 11th September, 1872, when he ran a short trip from Port Chalmers to Sawyer's Bay and back, carrying as passengers on the engine about twenty gentlemen invited by Mr. (afterwards the Hon.), R. Oliver, one of the contractors.
The second engine, named “Rose,” was erected later, and assisted in ballasting and completing the track.
The official opening of the Railway took place on 1st January, 1873, when the engine “Josephine,” in charge of Driver Thomas, handled the first passenger train from Dunedin, Oamaru and Clinton. He retired from active service in 1907. His first engine, “Josephine,” was an exhibit of the N.Z. Railways Department in the Dunedin and South Seas Exhibition of 1926. A photograph of Mr. Thomas, the first engine driver, was attached to the engine.
The engine was afterwards acquired by the Otago Early Settlers’ Association and now stands at the Association's Hall adjoining Dunedin Station.
The Third Annual Reunion of the Chief Accountant's Branch will be held on the 15th September, in the Railway Social Hall, at Lambton, Wellington.
These popular reunions were instituted by the present Chief Accountant (Mr. H. Valentine), for the purpose of developing the social side of staff relations, and as a means of keeping in touch with superannuated and other ex-members of the Branch—all of whom are cordially invited to this year's reunion.
There have been pleasing indications during the month just passed of a definite improvement in both our operating efficiency and general financial position, to which both the public and staff have contributed.
Although at the time of writing complete particulars are not available for the four-weekly period ended 18th August, it is clear that the revenue was better by approximately £29,000 than for the corresponding period last year.
This marked improvement is accounted for partly by the Spring vacation excursions, the first four days of which come into this period, and partly by the better patronage afforded our goods services.
This fine result, following upon good preparation work by the staff and cordial support from the public, is particularly satisfactory, succeeding, as it does, the substantial increase both in volume of traffic and revenue for the July period. An analysis of the July figures shows that while the number of passengers travelling on ordinary tickets decreased by 22,000 the number of season ticket passengers increased by 34,000.
The goods traffic increased by 35,000 tons and the goods revenue by £21,000. Substantial increases were shown in livestock, meat, wool, grain and potatoes, fruit, dairy produce, fodder, agricultural lime, coal, road metal, timber and benzine, whilst the traffic in imported merchandise, flax and flax fibre, and cement decreased. The principal sectional goods revenue increases were:—
Operating efficiency, measured in gross and net ton miles of traffic conveyed per train hour, improved in practically all districts, specially good results being achieved in the Christchurch and Wellington Districts and on the Westport Section, where the increases in net ton miles per train hour were 19 per cent., 10 per cent. and 13 per cent. respectively.
From enquiry into the running of particular services and a general survey of the work, I think there is no doubt that the introduction of Train Control methods in the Christchurch and Wellington Districts accounts principally for this improvement in train handling.
Another noteworthy feature is that since the commencement of the current financial year a saving of £11,000 has been effected in the railway fuel bill for the Dominion, mainly as a result of using a larger proportion of native soft coal on locomotives. This is an important feature in the measures adopted to help in reducing operating costs, and I would ask the Locomotive Running staff to give the cost factor due consideration when working with this class of fuel. When it is realised how important is the economy thus effected, the staff concerned will, I feel sure, have an increasingly friendly feeling towards the soft coals of New Zealand.
I feel justified in taking a hopeful outlook regarding the future. The increase in the flocks of sheep, the remarkable expansion in the quantity of fertilizers distributed to farmers, the tendency towards stabilization of prices for practically
There is every reason to believe that the Railways will share largely in this, and be called upon to handle very heavy traffic under somewhat difficult conditions, inasmuch as many of our improved transport facilities now being provided will not be completed and available for use for some time.
I have every confidence, however, in the capacity of all branches of the service to meet the situation and enable the Department to render the maximum of service to the users of the Railways and the Dominion as a whole.
“The storm is up, and all is on the hazard.”—Shakespeare.
August 16, 1928, will long be remembered as a night of storm by Wellington residents. The wind blew with exceptional fury, and considerable damage was done to trees, fences, chimneys and roofs in certain localities. But the railway sea wall between Wellington and Petone suffered most, more than thirty breaches, some of them several chains in extent, were made by the wind-lashed tide in the early hours of the morning, and railway traffic over that portion of the railway through the Hutt Valley had to be suspended after 2.30 a.m. When morning broke the whole front presented a scene of desolation. Sections of line had been washed out, the track hanging in places in mid-air and in others lying down in the gaping gaps left by the encroaching tide. The outer set of rails suffered most, but there were several places where both sets were rendered quite unfit to carry traffic.
Maintenance gangs were quickly on the job and they worked heroically against the most severely adverse weather conditions to make the line once more capable of carrying traffic. So well did they do this that by 4 p.m. the following afternoon railway traffic was resumed on the inner line and a restricted timetable was put into operation.
The occasion called for emergency measures to cope with the heavy suburban passenger traffic between Wellington and its most important suburban area—the Hutt Valley. And the weight of this work fell upon the Department's recently acquired fleet of road motor buses and the Railway's new motor branch generally.
The organisation to meet the position proved adequate to the occasion and gave general satisfaction to the public, who felt that the best possible was done in the circumstances.
Some particulars of the arrangements made should prove interesting to our readers, and the following details from the Bus Manager's report show how the matter was dealt with.
On the morning of the 16th 128 trips were run and 32 out of a total of 37 buses were on the road. Approximately 2,400 passengers were carried into the city before 9 a.m.
In order to cope with the traffic and avoid delays to the travelling public special efforts were made by the Workshops staff, and at 3 p.m. every bus in the fleet of 37 was available for the road.
By special arrangement three buses (25 seaters) were hired from the City Tramways, and one bus (25 seater) from Mr. C. Bentley, of Petone. These vehicles were used to augment our own fleet in coping with the traffic offering. In addition to this, six Departmental motor lorries were also
The result was that forty-one buses were available to handle the peak loading at 4 p.m. on the 16th, and at 5.45 p.m. 158 trips had been run and approximately 3,000 passengers had been transported from Wellington to the Lower Hutt and intermediate areas.
There was practically no delay, and at 6 p.m. the omnibus stand was clear and all passengers had been carried to their homes.
On the morning of the 16th 182 trips were run, motor lorries were again engaged in this traffic, and, with the loading offering steadily from 6.30 a.m., 160 trips were run between the Hutt area and the city. Thus approximately 2,565 persons were carried into the city, and 562 from the city to the suburbs, before 9 a.m.
Single line working on the line was restored about 4 p.m. on the 17th and from that time onwards the loading on the bus service was reduced, and passengers were handled without the aid of the lorries.
It is noteworthy that the lorries were pressed into this service at very short notice. They were fitted up with the seats which are used in the “Z” luggage vans for race and holiday traffic.
The temporary dislocation of the train service certainly provided an example of what it is possible to do in order to improvise a road service at short notice.
The Workshops Manager at Petone advises that fifty lorries (to seat 30 each) could be fitted up in the shops in eight hours.
The Department came in for some criticism regarding its action in charging all passengers by the bus service the ordinary fare, and refusing to accept Season and Workers’ Tickets on the Road Motors.
In this connection it is worth pointing out that the rights of the regular clients of the Bus Service had to be protected, Really, the State control of the Railway and Motor Services in this area proved to be in the best interest of all concerned.
It will be remembered that during the railway strike, when the buses were controlled by private owners, the public were charged 2/- single from Lower Hutt and Petone to Wellington, but with State ownership of both the transport services the traffic was handled with the minimum of delay and at the standard fare of 1/- single or 1/6 return. There was thus no exploitation of the travelling public by the Department.
Passengers who travelled in the seated lorries were charged 6d. single between Wellington and Petone, this being half the usual fare.
The outstanding feature of the whole event was the excellent team work shown by Maintenance, Traffic, Workshops and Bus staffs in coping with this difficult emergency.
“The winds grow high…… and big waves lash the frightened shores.“—Prior.
In addressing the gathering, reports the “Star,” Mr. Sterling said he was glad, apart from the personal aspect, that the great responsibility of managing the New Zealand Railways had fallen to the lot of a New Zealander, for he believes that there were just as good men in this country as there were out of it. He was proud of the men who were associated with him. His was not a job for one man. It was a job for a lot of men, including those present, and he believed they could face the railway problem like one man and solve it just as well as the next man.
This was a problem everywhere, for the question of transportation was in a state of flux. The railways must continue to do their job, and the country would see the matter through. There were many problems to be faced, but the great difficulty he had seen so far was to get them clearly stated. Many new factors had entered into this question. He realized how much the standard of comfort had advanced, and the greater demands being made on the railways. The people wanted this and that, and though it was easy to want a thing, it was not always so easy to satisfy that want. He believed that the railways of this country had risen, and would rise, to the occasion just as well as those of any other country in the world, all things considered. The position was that the demand must meet the supply.
They were proud of the fact that the average wealth of New Zealand was higher than that of any other country in the world, and, taking everything into consideration, the New Zealand railways need not blush in the company of other railways. He agreed that he had a hard job ahead of him, but he believed that much of the difficulty that had arisen was the result of obscure thinking in regard to the transport problem as it affected this country.
He had not said that he would make the railways pay. They were not built as a profit-making institution, but as a service institution to meet the requirements of the country. The department had to put the railways as an asset in the national balance-sheet and in that respect they would be made to pay, as they would give services that would be worth while to the country, which would not be able to do without that service.
It was the duty of the department to give the people the transport facilities upon which their existence depended, at the lowest possible cost. The solution of the railway problems was a job for the community, and they had to be met in the principle of co-operation. He and the staff had to co-operate internally, and the departmental officers and the customers had to co-operate externally. He believed the solution lay in a more adequate understanding of the intricacies of the transport problem. He hoped to discuss with them problems of mutual interest. He thought everyone would admit that the railways had done yeoman service. He hoped that in the course of the development of the spirit of co-operation (which was the solution of many problems to-day) it would be his endeavour, so far as one man could do anything, to come into contact with the people as much as possible. He trusted he would never settle any major question by correspondence. (“Hear, hear.“)
It would be his endeavour on every occasion to do as he had been able to do that day—to come into immediate contact with those who used the railways. The aspirations of all parties being the same, they had only to get together in order to secure that fruitfulness of ideas that resulted from an exchange of opinions, and in that way fewer difficulties would arise in the future. To the best of his ability he would give the most careful consideration to every problem put to him. He hoped to do his work impersonally and without any feeling against any person who might find it necessary to represent strongly any matter on which that person might feel strongly. It would be his endeavour to give sympathetic consideration to everything that was placed before him. There were always two sides to a question (applause)
When he went out of the railway service he became head of the biggest customer the railways had in New Zealand—the New Zealand Co-operative Dairy Association. That association had a turnover which, this year, would approximate £6,000,000. It owned its own coal mines, milled its own bush, made its own boxes, and so on. Therefore, he was particularly fortunate in having come into contact with the railways on the other side of the fence, and to have got the customers’ point of view on the railway problem. (Applause.) That fact, he trusted, would be of value to the Government in the office he now held.
Taking up another theme, Mr. Sterling said he was proud of the railway men. Their loyalty to their work was unbounded. Loyalty was almost a tradition among railway men, and the people, he believed, would secure from them as good a service as the people any other part of the world. (Applause.) He had pledged the men to do their work, and he was confident they would honour that pledge.
Mr. Sterling went on to say that he was in agreement with the association in respect to an adequate transport service overseas for the Dominion, and he did not hesitate to say that so far as the Railway Department could co-operate in securing such a service the association could count 100 per cent. on its co-operation. (Applause.)
In his remarks that night he had only skimmed over some of the main points of the railways, and at another time he might discuss with them some of the cardinal principles underlying the operation of their railways. In closing his address, he said: “To summarise my position, I say that I am assured of the co-operation of the great body of railway men in our country. I ask your co-operation as business men. You have a definite responsibility as shareholders in this institution, because that is what you are. Every man woman, and child in New Zealand has nearly 50 fully paid up £ shares invested in the railways, and I ask you, as the shareholders, to join with me from now forward to regard the railways as a great co-operative institution, in which you have a share and a responsibility, and in that way we will use to the best purpose the railways of New Zealand and give satisfaction not only to the users of those railways but to the general public, who own them. I ask for your assistance and for your constructive criticism, because I do not desire to burk criticism on any occasion on which you may wish to bring it forward. I thank you for asking me to address you, and I thank you for the patient hearing you have given to me.” (Applause.)
If the Midland line, connecting Christchurch with Greymouth, had been built for the express purpose of opening up the beauties of the great land mass of the Southern Alps, it could not have served its purpose better than it does in its present route through the snow-capped mountains and down the wonderful Otira Gorge.
Ever since the railway to the West Coast first penetrated the mountain mass of the Southern Alps, the people of the South Island have taken an increasing interest in the Otira Gorge. Particularly to Canterbury has this region of glorious forests and snow clad ranges proved fascinating, for it presents the most vivid contrast imaginable to the placid peacefulness of the fertile plains from which the residents of the eastern province draw their never-failing supplies of “prime Canterbury” muton, Algerian oats, and sixty-bushel-to-the-acre wheat.
Realising the scenic possibilities of the route, the railways have made the Otira trip peculiarly their own. After trying out the possibilities of the Gorge as a tit-bit for travellers in a tentative way, and finding that it made a positive appeal to excursionists, the Department launched out boldly in a comprehensive campaign to make the Otira outing the most popular in the Dominion. And it has succeeded so well that capacity trains of four or five hundred passengers can be run almost once a fortnight throughout the year from Christchurch to Arthur's Pass and Otira. Thorough organisation, with the idea of helping and pleasing the travellers constantly in mind, is one of the principal factors in securing the success of these excursions.
Leaving Christchurch terminus soon after eight in the morning, the well-filled, steam-heated train sets out on its run to the mountains. The distance from Christchurch to Arthur's Pass station (at the eastern portal of the Otira Tunnel), is 87 miles and the train is on a gradual upward grade for the greater part of the journey, so that, at Arthur's Pass, we are 2,420 feet above sea-level. The country passed through is interesting, particularly as the line approaches the mountains, for here some wonderfully widespread views are obtained over the Plains and towards the Alps, whilst the snow-fed rivers of the higher country have produced many strange terraced formations in their wild, boulder-strewn rush towards the sea.
At Springfield, near the half-way mark, we halt for a welcome cup of tea, and then on, with a full head of steam for the steeper climbing of the last lap to Arthur's Pass.
On the day we travelled, Mr. P. A. Taylor, of the Christchurch District Manager's office, was in charge of the party, and he spared no pains to let everyone have as much information as possible both about the train trip and also in regard to the walk over the Otira.
Hear him in the talk he makes, as he proceeds through every car on the train whilst it is tearing along the upward trail of the lonesome Pass:
He breaks in on the gramophones and mouth organs and lively discussions and budding courtships and quiet readings and occasional card games that engage the attention of travellers in the various carriages, with a talk like this:— “Ladies and gentlemen,
“Let me introduce myself as an officer of the Railway Department specially deputed to assist you with any information and guidance you may desire in regard to the trip we are now taking. In order to view the best of the scenery that is available, I would strongly advise you to walk the ten miles from Arthur's Pass to Otira.” Cries of “Oh! oh!” “Now let me explain,” he goes on. “This ten mile walk is the easiest in the world (laughter), and this is how it comes about. Arthur's Pass station at which we will alight is about 2,400 feet above sea-level; but Otira station is only 1,200 feet above sea-level.
“The result is that from Arthur's Pass station you only have to climb six hundred feet in the course of three miles, and then you are at the top of the Pass, and on the dividing line between Canterbury and Westland. Then in the next seven miles you are going downhill all the way and actually drop 1,800 feet in the course of your walk to Otira station. The road is particularly good, and is at present well-surfaced; all the streams are bridged and the journey should not take the average walker more than three hours.
“But five hours are allowed for the journey, so you see there is no chance of anyone not having time to get there for the return journey; and, in any case, I will be the last to leave Arthur's Pass station, and I will see that no one is left behind.
“I assure you that anyone in ordinary health can make the trip, and we find that the majority of our passengers like to take it. The scenery is the finest to be found anywhere, and from the summit you walk for miles through a wonderful beech forest, with snow-clad mountains reaching right down to the verge of the bush; there are waterfalls and gorges, and glorious ever-changing views as you walk along through the historic Pass; and I am sure, if you make the journey, you will feel well repaid for your trouble, and will have the memory of something worth talking about for the rest of your lives.” (Hearty applause.)
Few there were who could resist that persuasive tongue, the result being that when Arthur's Pass was reached, over 90 per cent. of the passengers elected to make the ten mile walk, the small remainder choosing to go by rail all the way to Otira.
That walk is certainly one well worth remembering. It was taken by all types and ages of people. One old lady of eighty did the walk and enjoyed it, whilst at least half of those who “walked over” were middleaged and would, at ordinary times, think a mile a very long walk.
But there is something inspiring about the mountain scenery and invigorating about the mountain air that helps to an extraordinary extent in easing the toil of travel. The chief advantage, of course, is that there is no tedium; so splendid is each prospect that all thought of tiredness is dismissed from the mind through the joys disclosed to the eye.
So many valleys open directly on to the Pass Road that, instead of merely walking down one valley, you are able to look up a succession of them; and all the while the Otira River, in its deep-cut bed, brings the crash of falling waters to the ear and presents to view ever-varying glimpses of beautiful river-scape.
Arrived at Otira, a good meal is obtainable at the Railway Refreshment Rooms, and one has time to wander round this fine settlement, that grew as the result of railway enterprise in opening up the tunnel route to the coast.
The train leaves about 5 p.m. for the city, and we are once more borne along—tired but happy—as the train, electrically-driven, proceeds uphill, through the 5 ¼ mile tunnel, on its way to Arthur's Pass. Here a few stragglers, who had taken the “Bealey” instead of the “Otira” trip, are picked up, the steam locomotive takes charge and then a quick run down the long grade to Christchurch is made, arriving there some time before 9 o'clock.
It has been a day full of delights—of brightest sunshine amidst the mountains, whilst the city lay in gloom. No wonder so many passengers on our train had already made the trip several times, and most of them determined to go again and take more friends.
It is an outing that makes most ordinary day trips seem but hollow affairs, and its fame is spreading to other lands that have nothing of the kind to offer.
Two recent visitors, Sir John Russell, the distinguished scientist, and Mr. D. Green of Java, have expressed themselves as pleased with New Zealand and charmed by its wonderful scenery. “The scenery in the South Island,” said Sir John Russell, “is superior to anything I have ever seen in the Southern Hemisphere.” Sir John stated that he had been through the North Island, and was sorry that his visit to the Dominion was so short. Mr. Green was no less enthusiastic in his reference to the scenic beauties of the Dominion. He said that “the drive down from Mount Cook put him in mind of the Javanese roads, which were very similar to those of this country. Mount Cook was the most beautiful spot he had ever visited, and it was primarily to visit this scenic resort that he had made the trip to New Zealand. At about this time of the year the heat was very trying to Europeans in Java, and it was necessary for health's sake to go away to a cooler climate, and in this respect New Zealand was beginning to become very popular.”
A friend once asked Mr. J. R. Lowell how long he was going to speak at a certain function. “About twenty minutes,” replied Lowell. “Take my advice James,” said his dining companion, “if you don't strike oil in five minutes, stop boring.”
Mr. Chairman, ladies and gentlemen.—No man could hope for a greater privilege than I have on this platform to-night, and no man, however well he may be qualified, as I am, for the people's suffrages, could be quite worthy of this splendid assembly. (Loud applause from organised squads, 1, 3, and 5.)
I have before me a galaxy of democracy, a concourse of the most intelligent representatives of a country far-famed for its progressiveness. Wise men of the east, north, south, and west, the four corners of the globe, and the parts between, come here to admire us, and I have before me many of the most admired and unsurpassable, in all fields of effort—physical and mental.
I am a plain man of the people. There are no frills and flounces to my character. I am not eloquent, as Brutus was, but the heartiness of my words can, I hope, make amends for any scarcity of flowery phrases. I am of the people, for the people, by the people, with the people through thick and thin, fair and foul, and I would do the people as they should be done by me. I love this district and its monuments, its fair women (also the brunettes—in fact, all the mild, medium, and full strength beauties of all colours and creeds) and its brave men. I am even the familiar friend of its animals; I know its oxen and its horses, its asses and goats. My faith in this district is as large and as firmly fixed as its mountains or hills. I believe its cows are more cowy than any others; I believe its butter butts better than any other; I believe its birds are more birdy; but this great love and devotion do not blind me to the wonderful features of New Zealand. My heart is in the highlands of this district, and in the lowlands, but it is also in New Zealand, from sea to sea. (Tremendous applause.) I often shed a tear over the love of Hinemoa for Tutanekai, and I feel proud of the fact that I have caught sprats where Maui fished up the North Island.
I am in favour of the simple life. I agree with the words of Tennyson; “Why should we toil who are the root and crown of things?” There is too much toil. We should have more science—the kind of science that will acclimatise the bread-fruit tree, the banana, the brazil nut, and other good food—the kind of science that will make guinea-fowls lay golden eggs. We should make old Mother Earth do more for us. Our heritage is the fruit and fat of the earth, but what do we get?
(A voice by arrangement): Give us politics.
I'll give you justice, rights, humanitarianism, peace and plenty. You have had politics for millions of years. What have they done for you? We want something better than politics. We want a fair deal for everybody. (Cheers.)
In a reference to a recent mishap (in which a passenger lost his life), to a mail train on the Home railways, the London “Daily Telegraph” drew attention to the fact that the fatality in question was the first to occur on the railways in a period of six months. On the other hand, there was an average of more than fourteen persons killed on the roads of Great Britain every day during 1927. The “Telegraph” makes the pertinent observation that “if people realised the wonderful safety of the railways, they might use them more.”
The Frankton Junction Railwaymen's Class in Economics, held under the auspices of the Workers’ Educational Association, is growing in popularity. The Class has been in existence for two years and is steadily increasing its membership—and its eagerness for knowledge. Its members have just concluded a very successful session of lectures during the course of which practically every phase of economic thought came under review. The lectures delivered by Mr. T. N. Pemberton, M. A., Dip. Jour., F.R.E.S., were not only instructive, but enjoyable. His lectures gave ample evidence of thorough preparation and had the additional advantage that they were free from technicalities or from anything savouring of the academic. A feature of the meetings was the election of a new chairman for each lecture. This procedure served the double purpose of acquainting the members of the Class with the duties and responsibilities of chairmnaship, and of giving them practice in the art of public speaking. With the need that is evident to-day for trained and disciplined minds to study (and solve) the economic and transport problems of the Dominion—problems in which we, as railwaymen, are vitally interested—it is to be hoped that classes similar to those at Frankton Junction may be started at centres where at present, they do not exist.
The argument frequently advanced that the introduction of the motor brought about a world transport revolution comparable with that effected by the Railways a century ago, was recently characterised as “fallacious” by Professor Henry Clay—one of the Empire's leading economists. In an article in “The Economic Journal,” Professor Clay says: “The Railways effected a revolution because they made possible a speed and volume of transport which were impossible before; the motor does nothing of the sort. All it does is slightly to increase the convenience of certain kinds of transport. A country does not grow rich by transferring its suburban population from perfectly adequate trains to omnibuses, or its parcels from railway vans to motor lorries.”
An important reference to the new railways workshops re-organisation was made by the Prime Minister and Minister of Railways (the Rt. Hon.
“We think our estimates are going to work out right, and that we will save approximately a quarter of a million a year after paying interest on capital cost, as a result of the project. The reconstruction of our shops was long overdue, and it is in the interests of the workers and the railway system that it be carried through.”
Mr Coates said that machinery would take the place of many men, but it was hoped to arrange the change without and great disability to the men.
The fact that the British Empire is included in the membership of the League of Nations makes the subject of the League of Nations Union one of immediate interest to New Zealanders. Advice on the matter is contained in the following address given recently in Sydney by Mr. O. W. Brain, Assistant Commissioner of the New South Wales Government Railways and Tramways.
If someone seriously stated that Australia does not object to another world war, you would probably be very indignant. Yet, what is the difference between that and admitting that Australia is not objecting to another world war. We are not even thinking about it. We are not worrying about it any more than we did in the early months of 1914. Someone says “Well, what could we have done then, anyhow?” Nothing, admittedly, then. And therein is the vast difference between then and now. To-day we are facing the spectre of another, possibly distant, but certainly worse, world war, confidently foretold by eminent authorities, unless effective preventive action is taken. To-day you and I are offered our opportunity to take our little part in that work of prevention, by the League of Nations. Are we going to take it? Our part, though little, is fundamentally important to the success of the League, which will get nowhere unless the national representatives know, and are able to show, that they represent the sentiments and the wills of their peoples. Australia is a member of the League; are we going to put our representatives in a strong position to show that they really represent the people of Australia?
From the mount overlooking the field of Waterloo I have surveyed the few acres upon which in 1815 the fate of Europe was decided in a few hours with the loss of about 10,000 lives. A hundred years later, the same issues involved four years of incessant fighting on land and sea over a large part of the civilised world, and resulted in the loss of 9,00,000 lives, the wounding and maiming of far more, and the subjection of countless numbers to ruin, starvation and disease, and the loss of the protection of their breadwinners Again, the sacrifice at Waterloo was of soldiers; modern warfare demands the wholesale slaughter of women and girls and, incidentally, children. The war munition factories are largely staffed by females, and it is the business of both sides to blow these to pieces whenever possible. Unthought of in 1815 were the immense bombs dropped from aeroplanes on defenceless cities, the torpedo of the unseen submarine and the agonising, fatal gases. Surely, the picture is bad enough; but now the President of the British Association for the Advancement of Science tells us that science was only just getting into its stride in the art of human destruction when the war ended. Wells, in his History of the World, says the great war “will certainly return upon a still more disastrous scale in twenty or thirty years, if no political unification anticipates and prevents it.” Such a way out is offered by the League of Nations, and the League alone; and the history of its signal successes already achieved during its brief existence, the prevention of wars, even the stoppage of wars, is such as to justify confidence in the soundness of its constitution, and the methods and sincerity of the members. Wells adds: “States organised for war will make wars as surely as hens will lay eggs.” It follows that in building up conditions under which the nations will feel safe in reducing their armaments, with the object of ultimately ceasing to arm beyond what is required for police purposes, the League is adopting the true course for the abolition of war. The civilised nations have to adopt some such scheme (and this is the only real one offering) or fold their hands, allow the old arming to continue, and thus build up once more the conditions which will infallibly again drive us or our children, and all civilisation, like dumb cattle, into a bloody horror ten times worse than the great war. Now is the chance for each of the peoples in the fifty-five nations of the League to strengthen it and help to establish it firmly by demonstrating unmistakably the sincerity and unanimity of their support. The memory of the great war is still fresh; much of the actual
One can connect up with the movement by enrolling one's name on the list of members of the League of Nations Union, and paying the minimum annual subscription of one shilling, but it must not be overlooked that the fundamental basis of the League is good-will among the peoples of the nations concerned. As we wish them to be friendly with us, we shall be prepared to be friendly with them. We must be willing to disabuse our minds of longstanding prejudices; and to try to understand the viewpoint of other nations. For instance, America's belated entry into the war is still a sore point with many, who do not stop to consider the horror with which throughout her history America has consistently regarded the interminable wars of Europe, and her repeatedly expressed determination to preserve her people from them. Her very large proportion of what to us are foreign races, also creates a difficulty that we cannot gauge. Surprise is expressed that America, who took part in the formation of the League of Nations, is not a member. Here again, the deep-seated objection to foreign entanglements is responsible. That America has the cause of world-peace at heart is shown by the various practical proposals she has put forward to that end, of which a most important one is now under consideration. These gestures have the spirit of the American people behind them as is shown by an incident related by Miss Maude Royden. Only a short time ago the United States Government, confident in its majority, put forward an extensive armament scheme. An American statesman informed Miss Royden that Washington was literally snowed in with protests from all over the country, with the result that the original expenditures was reduced to one-fourth. Nothing could be more effective as an inducement to others to disarm than such a step by a leading power at the dictation of her people. It is perhaps not reckless to suggest that as the League of Nations grows in mutual understanding and becomes increasingly effective, the United States must realise that her own as well as the world's peace will be better assured by her membership. It may be remarked that it is those Australians who have lived in the United States who speak best of that country. To understand is the first step to friendship. Similarly we must not forget that our late enemies are co-partners with us in this grand venture. Let us remember that while the actions and published words of the worst of their leaders, before and during the war, were absolutely devilish, the people as a whole were simply engulfed in the war, as the peoples of the Allies were. We can rely upon them to be as genuine in their desire for peace as we are. Being sincere members of the League of Nations Union we shall not encourage hostile or vindictive thoughts or expressions towards those with whom we hope to establish permanently peaceful relations. Surely, that is not too great an effort for so worthy an object!
An apology is due to you for this absurdly patchy and incompetent treatment of a great subject. My excuse must be my fixed impression that the people of Australia have not awakened to the vital importance of the objective of the League of Nations to the whole civilised world, or to the fact that its attainment must depend not
The new “G3d” type of passenger locomotive (illustrated below) was recently introduced on the Canadian Pacific Railway system. One of the outstanding features of this new engine is the increase in boiler pressure from 2001b to 2501b per square inch—the latter pressure being made possible through the introduction of nickel steel boiler plate. This locomotive can haul fifteen Canadian Pacific sleeping cars, each averaging seventy tons, at express train speed. Following are the chief particulars of the new locomotive: Boiler pressure, 2501b per square inch; firebox, width inside 7ft ¼in, length 9ft 3 1–16in; number of tubes, 160-28-40; diameter of tubes, 2 ¼in-2in-5 ½in; length between tube sheets, 17ft 10 ¾in; superheating surface, 864 sq. ft.; firebox heating surface, 258 sq. ft.; arch tube h.s., 33 sq. ft.; tubes, h.s., 2981 sq. ft.; fire h.s., 3272 sq. ft. (total of all heating surfaces 4136 sq. ft.); grate area, 65 sq. feet.; cylinders, 23in × 30in; driving wheels, 75in.; weight on drivers 184,000lb; total weight of engine, 306,500lbs. (weight light 279,600lb); loaded weight on tender, 191,000lb (weight light 86,900lb); water capacity, 8000 imperial gallons; coal capacity, 12 tons.
“That man, I think, has had a liberal education who has been so trained in youth that his body is the ready servant of his will, and does with ease and pleasure all the work that, as a mechanism, it is capable of; whose intellect is a clear, cold, logic engine, with all its parts of equal strength, and in smoothe working order; ready, like a steam engine, to be turned to any kind of work, and spin the gossamers as well as forge the anchors of the mind…”—
T H. Huxley.
By G. Carter, Instructor, Petone.
Those officers of the Railway Department to whose energies we owe the introduction of a system of apprentice instruction in our railway workshops must have felt rewarded in their efforts in this matter by the remarks of Dr. van der Leeuw, of Holland, the distinguished educationist who has recently been lecturing in this country.
Dr. van der Leeuw stated that there was too much work for examinations and too little for real life. A short time ago I stated in another journal that all education should be education for choice of future activity and this is fully borne out by what Dr. van der Leeuw said on the subject. The scheme launched by the Railway Department two years ago—a scheme whereby boys who have made their choice of work can receive the training best suited to their future requirements—is therefore justified by this high authority. The Doctor thinks that in New Zealand early education is not developing on the lines of the new education, which, he explained, possessed great possibilities for shaping the future of the child. This new education would provide for youth a better and more certain guidance to their natural vocations, and lessen the percentage of those referred to as square pegs in round holes.
There will be much economic waste where there is occupational misplacement, also a lack of interest and esprit de corps, the absence of all, or any of which must seriously hamper an organisation such as ours. It is a splendid thing, therefore, that our apprentice schools are providing the knowledge required by the boy in the trade he has selected. The railway workshops thus benefit by increased efficiency.
There is a growing recognition of the fact that production does not depend entirely upon manipulative skill, but largely upon the general information and the frame of mind of the employee. And these in turn depend very much upon the individual having found his proper niche. Another aspect of correct placement will be a pride in the chosen work, which will bring with it a dignity that will be all for the good of the crafts and the young apprentices attached to them.
It is said that a school must secure the goodwill of its pupils before they are ready to profit and benefit by its instruction. It is comparatively easy to get the goodwill of boys who have not missed their occupational objective. Successful guidance to vocations would, therefore, appear to be the sine qua non of goodwill. Where compulsory technical training is being applied it is doubly important for the principals and instructors to have
Anyone who gives this important question of vocational guidance any serious thought, must feel that, at an early date in his school career, every boy should have his attention directed to that day when he must make his choice of work, and that his attention should be further directed to how each subject taken in school will later closely affect his occupational and other activities. At the present time there is no generally accepted programme of vocational guidance. However, it would seem that the Education Department is conscious of the great need in this direction, as evidenced by the issue of a pamphlet giving helpful hints to parents on the choice of a career for their children. Junior High Schools also are aiming to discover the aptitudes of pupils. The introduction of a definite school programme giving special class hours to this question would no doubt present many difficulties—though difficulties perhaps not incapable of solution. The recognition, however, by the educational authorities of the need for some system of guidance, and their effort in assisting in a solution is full of merit, and is surely a sign of the coming of the new education.
Sir Josiah Stamp, chairman of the London Midland and Scottish Railway Company, speaking of his Company's system (which is perhaps the greatest system of its kind in the Empire) mentioned that there were 729 miles of line from Euston to Wick, and 430 of these were in Scotland; while one-seventh of the receipts of their great system came from Scotland, so that Scotland was by no means a negligible part of the system. He had been in America several times. The Americans had great railways, far greater than ours in mileage. Americans in his company had often discussed in a somewhat lofty manner the greatness of their systems, and then suddenly recognising that an Englishman was present would turn and ask, “What about your lines?” When he told them that he would not be prepared to have two and a half billion dollars down as cash for them they opened their eyes, because that sum represented far more than the value of any line they had. When he told them that the London, Midland and Scottish system carried as many passengers as the five biggest lines in Eastern America put together, then even the American was prepared to pay the L.M.S. system a little respect. In this country they might not have the immense distances they had to travel in America, but after all, we had the biggest non-stop run with the “Royal Scot.’
There is a sense of satisfaction, a pride in surveying a work which is rounded, full, exact, complete in all its parts, which the superficial man, who leaves his work in a slovenly, slipshod, half-finished condition, can never know. It is this conscientious completeness which turns work into art. The smallest thing, well done, becomes artistic.—
William Mathews.
Since the inception of our Magazine, many interesting and instructive articles have appeared in its pages dealing with various aspects of railway work. To the writer's knowledge, however, only once has an article been featured dealing with the subject of painting.
The painter comes upon the scene of operations after other tradesmen have completed their part of a particular job—it is from his hands that the finished product comes—and for this reason his work is of special interest and importance.
It is for the purpose, therefore, of promoting increased interest amongst painters in their work for the Department, and at the same time to make brief reference to some of the principles which govern the art of painting (principles which have to be mastered before a painter can be said to have acquired a satisfactory knowledge of his trade), that this article is written.
Considered from the utilitarian point of view, the first and probably most important fact with which a painter is confronted, and which he must understand thoroughly, relates to the importance of the preservative properties of his paints. Following this there is the decorative principle to be considered. It, too, is very important, governing, as it does, colour schemes of harmony and contrast from the simple effects to the intricate, elaborate and delicate colourings which reach their highest expression in their appeal to the aesthetic sense.
Considerable theoretical knowledge and training on the part of the painter is necessary to understand, properly, these and other aspects of his work. They have much to do with successful workmanship.
He must, for instance, have a knowledge of the various pigments which constitute the base of all paint, from the common earth colours to the modern manufactured and synthetically produced products, each with its peculiar characteristic.
The compositions used are very important factors in determining the life of paint, and these, too, must be understood by the painter. They are varied according to the material used, and the purpose for which the work is required, and range from the slow drying oils to liquids that evaporate almost as fast as applied.
The special characteristics of the materials to which paint is applied must also be considered by the painter. These materials include calico signs, silk, all kinds of wood, minerals, brick, plaster and concrete surfaces.
Then there are to be considered the special atmospheric conditions which prevail at the time any particular painting work is being done. This factor is of great importance, and cannot be left out of account in doing successful work.
But perhaps the greatest difficulty with which a painter has to deal is associated with the identity and application of colour. One has only to turn to the manufacturers colour charts to appreciate the diversity of ideas on this subject. A comparison of one colour chart with another reveals that there is little unanimity of opinion, even amongst the experts, concerning the identity of particular colours.
However, in this connection it is interesting to note that standardisation is being attempted at the present time in England, where the colour chemists and leading paint manufacturers are co-operating to produce a base that will meet with general approval.
Too much importance cannot be attached to the colour aspect of painting. (Indeed, colour plays a very important part in our whole lives. The amount of pleasure or displeasure occasioned—with the corresponding effects on the nerves and feelings of individuals—by the judicious or injudicious use of color is far-reaching. It has much to do with the maintenance of good health and the harmony of life.)
By carefully studying the colour aspect of his work, the painter develops a taste for that which is beautiful in workmanship and in art and life generally, and at the same time he develops a higher sense of the service he renders to the Department and to the community.
In addition to giving his usual interesting review of European railway affairs our Special London Correspondent raises the question of superstition among Railwaymen. Are New Zealand train operators superstitious?
A prize of two guineas is offered for the best story based on fact bearing upon this point.
It was John Ruskin, I believe, who remarked in his “Modern Painters” that a railway was merely a device for making the world smaller. This year the Home railways are setting out to reduce their territory to infinitesimal proportions, so elaborate and far-reaching are the travel programmes placed before the public.
A feature of the season's passenger business is the operation of a new type of long-distance circular tour, enabling extended excursions to be made, lasting up to three months, at fares twenty-five per cent. below normal. These special tours, which are planned primarily for the benefit of visitors from overseas, are not confined to the system of any one group railway, but are available over as many as three of the great transportation undertakings of the Homeland, and include travel by rail, road and steamer. They cover such popular resorts and places of pilgrimage as Shakespeare Land, the Burns and Scott countries, the Cathedral cities of the Eastern Counties, the beauteous Lake District and the Scottish Trossachs. Here is a splendid opportunity for all visitors to see the Homeland as it really is, and to appreciate the scenic charms of sea-side and country, with a minimum of trouble and expense.
While all the better-known beach resorts are doing record business this summer, many of the lesser-known holiday haunts further afield are drawing large numbers of patrons. The Isle of Man, for example, is stepping to the forefront among holiday resorts for the Britisher, and the transportation services of the island are being extended in almost every direction to meet the growing needs of the holiday-maker. The principal railway undertaking in Manxland is known as the Manx Electric Railway Company, and has its headquarters in Douglas. Of 3ft. gauge, this enterprising line connects the coast towns of Douglas, Laxey and Ramsey, passing through many of the most interesting and beautiful parts of the island, such as Groudle Glen, Laxey Glen, Dhoon Glen and Glen Mona. From Laxey, a special mountain railway ascends to the summit of Snaefell Mountain, the highest point in the island, from which there are secured the most wonderful views of England, Scotland, Ireland and Wales. Of double track throughout, and electrically operated, the Snaefell Mountain line is on a continuous gradient of 1 in 12, and ranks as one of the most interesting mountain railways in the world.
For long it has been the constant endeavour of the permanent way engineer to devise an improved rail joint, which would give increased strength to the track and at the same time be simple in application. On the Home railways the suspended joint holds favour, but very shortly interesting developments are anticipated as a result of extensive experiments now being conducted by the London and North Eastern Line in the use of a combination of the suspended and supported types of joints with bridging pieces stretching between the pair of chairs at the junction. On the British railways, as a general rule, the joints of two rails are kept opposite to one another. Alternating, or “staggered” track is, however, utilised in certain isolated cases, as for instance on sharp curves where it is desirable to reduce the lateral strength of the road as little as possible at weak points.
To lengthen the life of the fishplate, thin metal strips are commonly employed to take the wear between surfaces, and the plates are usually changed periodically from end to end so as to equalise the wear. The annual lubrication of fished rail joints also has been taken up as a means of adding to track life. For this work both tar and recovered machine-oil are employed successfully.
On the group railways of the Homeland the practice in connection with permanent way repairs and renewals is to carry out minor daily upkeep operations by small groups of men each allocated to a particular short length of route. More important repairs are carried out as necessary by the relaying personnel, while special gangs cover partial or complete track renewals. The foreman in charge of each maintenance section is responsible for determining the necessity for minor track repairs and renewals, and arranges his work accordingly. Each foreman is subject to the circularised instructions of the divisional engineering chief, and to the supervision of the local inspector, who covers anything up to fifty route miles of track. The section foreman is responsible for maintaining the track to an even surface, with correct super-elevation by lifting and packing; maintaining correct alignment by slueing; the rectification of gauge faults; the tight and effective maintenance of all keys, bolts and fastenings; the adjustment of rail expansion spaces; the renewal and replacement of old and defective individual sleepers, rails, fastenings and fishplates; and the repair and minor renewal of crossings, points and their fittings. He is also responsible for the cleansing of the ballast by screening, the cleaning of drains and ditches, the weeding of the track, the cutting of grass slopes, and the repair of fences, and crossing gates. Once a day (including Sundays in cases where passenger train movement takes place on that day) the section foreman must personally inspect the full length of line allotted to him. Altogether the section foreman is a very busy man, and upon his shoulders rests a big responsibility, for sound and well-maintained railway track is the very basis of safe and successful railway working.
Of the many operating methods utilised with success in recent years to give improved train working, few are of greater interest than that which concerns the employment of a single track for the passage of trains in either direction, or what is generally known as reversible operation. For many years reversible operation has been employed to advantage on what is now the Southern Railway of England, between Victoria Station and Battersea Park Junction, and between London Bridge Station, Old Kent Road Junction and Bricklayers’ Arms Junction. Recently the idea has been taken up by the Great Southern Railway of Ireland. In this case the new working is associated with conversions of double-line sections into single tracks in cases where the traffic handled did not justify the existence of a double track route. The arrangement is confined to passing places, usually located at a double-platform station, but it is anticipated that considerable extensions of the system will shortly be made into the open track.
In the United States, a most interesting system of reversible line working is in operation on the Missouri Pacific Railway between Kirkwood, Montana, and Jefferson City. This is a double track route, and trains are run in either direction on each track as circumstances necessitate. Signals are installed for both directions on each line, coloured light signals being employed for right-hand running and semaphores for left-hand running to facilitate the correct reading of signals by drivers and to prevent confusion. Double track sections of up to five miles have their switches at either end worked from a single signal box, with mechanical operation for the near-by points and signals, and electrical operation for those located at the far end of the section. On longer sections, ranging up to as long as seventeen miles, there have been provided scissors crossings, each approximately in the middle of a double-track section, and worked from a cabin controlling train movements on both tracks, and operating the remote switches at the two ends of the double-track section. In this way it is possible to utilise the sections as running loops, sidings, or main running roads.
One of the most worrying features of passenger train running, so far as the problem of maintaining punctuality is concerned, is the constant tendency to spend, on station duties, precious minutes which should be given over to running. The keenest supervision is called for on many routes in this connection, if punctuality is to be maintained, and in suburban traffic working in particular the question of time occupied in station duties requires the closest attention.
Many devices have from time to time been subjected to experiment with a view to bringing home to station staffs and passengers the importance of punctual departures, and on the Underground Railways of London great success has been achieved by the employment of a special syren to give warning that the station time has been exceeded. At many busy stations on this important system, an automatic syren comes into operation after a train has stood at the platform for a pre-determined period, provided the stating signal is “off” and the train has not started. The warning blast from this syren has been found a most effective reminder to all concerned of the passing of time, and although the arrangement lends itself peculiarly to conditions ruling on a busy system like the London Underground, it would appear that some similar device might with advantage be employed at many main line stations where difficulty is experienced in the prompt despatch of passenger trains.
On the Home railways there have been installed safety devices of all kinds to ensure freedom from accidents, and the records of past years pay eloquent tribute to the safe fashion in which the four great group railways conduct their operations. One of the most interesting types of safety equipment in favour is the antitelescopic coach, and on the London and North-Eastern system a portion of the passenger carriage stock is fitted with special anti-telescopic apparatus of proved worth.
This apparatus was first evolved on the former Great Central line—the enterprising undertaking which had for many years that well-known railwayman, Sir Sam Fay, as its general manager, and which was swallowed up by the L. and N.E. line under the grouping Act of 1921. It takes for form of shock-absorbing buffer springs and corrugated steel fenders placed on the end of the carriage. These make it impossible for adjoining vehicles to mount each other in the event of collision, and preserve the lateral alignment.
The idea of fixing special shock absorbers to passenger carriages is not, of course, a new one. Nearly one hundred years ago, one ingenious British inventor actually proposed to insert feather beds between the carriages as a measure of protection. Better still was the suggestion that the locomotive should be placed half a mile ahead of the train, and connected to it by a stout steel cable. “In the event of accident,” it was pointed out, “the driver only would be imperilled.” We hear much of safety these days. Even one hundred years ago, it seems, the search for railway safety was ever being pursued.
Railway working is to-day so international in character that it would be foolish in the extreme for the railwayman of any one land to shut his eyes to what is going on in the railway field in countries other than his own, and to bury himself in his own local problems to the exclusion of all others. The need for a wider outlook among railwaymen was never more fully realised at Home than is the case to-day. Visits are constantly being paid by groups of Home railwaymen to the railway centres on the Continent, and now and then special parties of Home railway officers are made up to tour the great transportation systems of the United States and Canada. In a smaller way, much good is being done by the study of railway journals and other literature bearing upon overseas and foreign railway practice.
Quite recently a party of ninety members of the Railway Students’ Association of the London
The refusal of an engine driver to take out of one of the Home railway sheds a new locomotive bearing the number “13” serves to remind us of the hold that superstition has on many railway workers. We can all appreciate the dislike of the average engine driver at taking out a locomotive which on its previous run has been concerned in a serious mishap. Much more difficult is it to understand why engines whose numbers contain the figure “9” should be shunned like the plague by many intelligent drivers. Another inexplicable superstition of the Home locomotive man is that which concerns the turning of the engine on the turn-table. Some men insist upon turning the table to the right. Others are equally insistent upon turning their locomotive to the left. By both, any deviation from their accustomed practice is regarded with superstitious dread.
Then there is the quaint belief that never, if you wish to avoid mishap, should you step on to the engine with the right foot first; nor, what is even more disastrous, climb out of the cab on the right-hand side. Most singular of all is the horror which arises in the mind of many engine-drivers at the sight of a hare crossing the metals in front of the locomotive when he is setting out on a long journey. Such an occurrence the superstitious engine-driver at Home regards with the gravest apprehension. New Zealand locomotive men have their own pet superstitions, but it is doubtful whether any railwaymen the world over approach in this respect the other-wise hard-headed footplate staffs of Doncaster, Crewe, Swindon and other Homeland engine centres.
Mr. R. E. Robertson, Brake Engineer of the N.Z.R., is a safety first enthusiast. In the course of his official duties, which take him all over New Zealand, he devotes some of his spare time to visiting schools and giving short talks to the scholars about accidents and how to avoid them.
Three have been many indications lately that the question of safety teaching amongst school children is receiving additional attention in other parts of the world.
In New Zealand, similarly, there is a growing tendency on the part of educationists to realise the necessity, created particularly by the speed of vehicular traffic in modern days compared with that which existed previously, of adding to the general safety of the public by inculcating the elementary particulars of safety first amongst the young. The official School Journal has assisted in this direction with a number of special articles upon the subject, and individual school teachers have also taken a direct interest in the matter.
Recently several school teachers have written to the Railway Publicity Branch asking for assistance with posters and propaganda material for the purpose of using in the course of school lessons.
One member of the Railway Department, Mr. R. E. Robertson, Westinghouse Brake inspector, has been particularly keen in the interest he has displayed in the subject, and has taken opportunity, whenever it offered, of addressing school children on the general question of safety, and exhibiting railway safety posters—particularly in regard to the need for care at railway crossings. Mr. Robertson reports that he has been most cordially received at the schools visited, and we are able to publish with this article a photograph taken at the Kelburn School, Wellington, during the course of one of these talks.
Mr. Robertson has also prepared a set of safety first rules which he distributes in the various schools visited. He has not confined the instruction principally to railway questions, realising that “safety first” is more a matter of developing the habit that would make a trained individual take the safe method under all circumstances, than a matter regarding which it is advisable to merely concentrate instruction upon one particular and limited phase. At each of the centres visited by Mr. Robertson all the teachers and children were present and showed the very keenest interest in the subject, and he reports that “thanks and applause were given in every case to the Railway Department.”
The system adopted is to deliver a short address on “safety first” and also a brief explanatory talk to the children on railway safety appliances, the use of diagrams being made to aid in making the subject clear. Safety first railways posters are also left at each school, and the schoolmasters place them in a prominent position.
The following letter received by Mr. Robertson from Mr. A. R. Cullen, headmaster of the Nelson Park School, Napier, indicates the general appreciation of school teachers upon the matter:—
Re your visit to my school to-day, would you please send me three more sets of your “Safety First” charts, as I require to place them in different parts of the school. I feel that the greater the number of charts we have the greater the good work we shall be able to do.
Your instructive address at the school today was much appreciated.
Some Safety Slogans prepared by Mr. Robertson:—
Children Remember!
1. The notices at railway crossings. “Stop! Look out for the engine.”
2. Before crossing railway lines. Stop! Look! Listen!
3. Never get on or off railway trains that are moving. There is always another train to-day or to-morrow.
4. Never cross between the railway cars or wagons. It is dangerous.
5. Never throw glass bottles from railway car windows.
6. Never lean out of the railway car windows or from the car platforms.
7. Never tamper or interfere with any railway appliance.
8. Only cross streets at the proper crossings.
9. Stop, look and listen when you are about to cross the streets.
10. Always cross streets in a straight line, and not at an angle.
11. It is dangerous to throw stones or other objects at other children.
12. It is dangerous to break glass bottles on the beaches or to throw broken glass in the grass.
13. Have a place for everything and put everything in its place.
14. It is dangerous to leave things on the ground for people to fall over.
15. Be sure that there are poison labels on bottles containing poison.
16. Do not leave poison in the way of children, and keep poison away from medicine bottles.
17. Before drinking out of any bottle, smell the contents.
18. Before entering a bath, place your hand, or finger, for a moment in the water to ascertain the heat.
19. Keep kettles, pans, and other utensils that are filled with boiling water away from the edge of stoves, or tables, as these are generally dangerous to children.
20. At railway stations and other places always cross by the subways or overhead bridges. It is dangerous to cross the railway lines.
21. Never walk on the railway track. Walk a safe distance from the lines.
22. Do not damage electric wire insulators or electric wires. It is a dangerous practice.
23. Do not touch, or go near live electric wires. It is death to touch these live wires.
24. When a live electric wire falls to the ground keep away from it.
25. Petrol, benzine, kerosene and other inflammable liquids are dangerous. Keep lights away from them.
26. Before crossing railway or street crossings Stop! Look and Listen.
27. Be enthusiastic in the Safety First movement. Make “Safety First” your motto.
The question of derailments and the determination of their causes, is one of the most important that comes within the preview of railwaymen. In the following article Mr. W. C. Bishop, of the South African Railways, throws much interesting light on the subject, and urges railwaymen to ascertain all that can be known about it.
Railway literature is curiously deficient in regard to railway accidents and their causes. Beyond short notes and articles scattered through the technical Press there is little to help the student. How would a young man equip himself with knowledge so that he could take his place if called to serve upon a Board of Inquiry dealing with a derailment? What study and reading would such a young man have done? Would he just blindly depend upon his practical knowledge? Not only is study and reading upon all branches of Railway operation necessary in the circumstances indicated, but an earnest attempt should be made to develop the analytical and judicial qualities of the mind, qualities present in most men, but dormant in nearly all, if the individual would wish to be fair and impartial and reasonably correct in his judgments.
What shall we describe as the “Working Tools” of an Inquiry Board officer?
It goes without saying that he has a good all round practical experience in his own branch, but this is not sufficient. As, under Transportation all officers receive a unique opportunity of gaining knowledge of all branches, he should spare no effort to gain a fair grasp of all branches so as to be in a position when necessary to put in a minority report, and not be too dependent upon other members.
He must, as I have said before, earnestly endeavour to cultivate the analytical and judicial qualities of the mind and above all must be fair and honourable. Then he should have a good grasp of the books of the “Railway Law,” i.e., General Appendix, the General Regulations and the General Train Regulations. Having arrived at this point he will, by constantly reading technical journals and studying out problems, gradually equip himself so that he brings a well balanced mind to the service of the Board.
Judge Graham (a South Africa Judge) once said that the Railway experts are too fond of setting up fantastic theories and ignoring plain facts. The more fantastic the theories endeavouring to explain the seemingly unexplainable, the better they were pleased. I think (after being engaged on inquiry work for over 22 years), we are all at times a little prone to this fault. The difficulty is that text books do not exist from which one can see the road of investigation pointed out clearly.
Students in South Africa are fortunate, however, in that an earnest attempt to publish matter on Derailments and their Causes was made by J. D. Shannon and A. J. Beaton in 1913 and 1915 respectively.
I invariably ask junior officers if they have read Shannon on “Derailments and their Causes” and Beaton on “Speed of Trains on Narrow Gauge Railways,” and invariably get a blank stare with an admission that they have never seen these works. These two publications are unique, and no railway officer can afford to be without them.
It may not be outside the range of speculation that in the future inspectors and officers may be required to have a good knowledge of the principles that cause derailments, and I cannot do better than advise all young men to study Shannon and Beaton very thoroughly.
Enquiries into derailments and their causes have, as their primary object, the elimination of the causes and the correcting, if possible, of errors and mistakes, so that danger to life and limb and property may be avoided in the future. The verdict of “Cause Unknown” is the most unsatisfactory that can be given; it does not assist the administration to guard against a recurrence.
Accidents may be classified as generally falling under one or more of the following heads:—
1. Human Element.
2. Operation.
3. Track.
4. Rolling Stock and Engines.
The task before an enquiry board dealing with a derailment is not an easy one because:
(1) An immediate inspection by a Board is not always possible.
(2) In serious accidents the evidence is almost always obscure (if not altogether destroyed) as the result of the accident and the track being torn up.
In determining the cause of accidents remember the Law of Average and the Theory of Probabilities.
Constants in railway operation are:—
(1) Millions of train miles run annually and the rarity of serious accidents.
(2) Varying speeds, from slow to high, with frequent change of conditions, i.e., grade and curvature.
(3) Varying types of vehicles.
(4) Loaded and unloaded vehicles, producting variation in heights of buffers.
As a cause for derailment one should be very careful in hastily adopting this theory, for:
(1) Experienced railwaymen are invariably unable to judge speed correctly.
(2) The capacity for speed of engines is not properly understood by most people.
Beaton says that the relation of speed to the condition of the track cannot be reduced to a formula. Also that elimination of sharp curvature and steep gradients will enable considerable increases in speeds to be made, and that, if it were practicable to increase the radius of all curves to 25 chains no speed restriction would be necessary for curvature. Beaton even goes so far as to say—and I am fully in agreement with him—that lateral vibration decreases with high speeds, while the vertical vibration due to “slacks” or low joints has a much less magnitude of range at high than at low speeds.
The tendency of a body in motion is to follow a straight line. Hence, on a straight track the tendency of a travelling vehicle is to remain in a position central with the track. Under ideal conditions, therefore, there are no reasons why an unlimited speed should not be permitted, on any gauge, on a perfectly maintained straight track with well-balanced stock (See Beaton, on “Speed of Trains”). “On a straight track with easy curvature no speed restriction would seem to be necessary,” says Shannon in “Derailments and their Causes.”
Under normal conditions there will be no pressure between the wheel flanges and the rail.
The centre of gravity of the train, and of each truck of the train, must move in a straight line on a straight track of uniform grade. In other words, the train must move in a straight line parallel with the track.
The irregularities in supposedly straight track cause trucks to oscillate, pitch and twist.
Oscillation is started by inequalities in the track. It is reduced, or absorbed, by the varying compressions on the springs, which first stop the rocking and then throw it back in the opposite direction. When the spring capacity is insufficient or defective, the oscillation will increase progressively until the wheels on one side are lifted off the rails. Ordinarily such oscillations are dissipated through the springs, but even when the springs are functioning, if there is a succession of cross level variation, the oscillation may become violent. When the load is at the point of maximum oscillation there is a much larger proportion of load on one side than on the other, and at that particular moment the wheels on one side carry much more weight than those on the other. As acceleration varies with a given force inversely as the weight and directly as the time, it follows that when a vehicle is at the point of maximum oscillation (with springs fully compressed and with the vertical reaction through the wheels on one side suddenly increased while being correspondingly decreased on the other) the acceleration of the lighter side is suddenly increased and that of the heavy side is suddenly decreased. The result is that the truck is suddenly and violently slewed, and derailment follows.
This will explain why trucks go off the road on straight track—a fact which has puzzled many railway men. Remember the point of derailment is not necessarily the cause. A track irregularity away back may be (and invariably is) the starting moment of oscillation.
If these occur on straights it is usually due to a variation of moving weights (water sloshing
It is not always clear what witnesses have in their minds when putting forward this theory. It is a purely speculative theory, unsupported by evidence, to explain a derailment. In fact these theorists say that trucks run up together, mass, and then either break their couplings and pile on each other, or are pitched out of the centre line of gravity. Trucks of many tons capacity are supposed to act contrary to laws of gravity! Speed, change of grade, and application of the brake are all given as combining to produce this “bunching” effect.
If we take Beaton on “Speed of Trains” and Shannon on “Derailments and their Causes,” we find that speed is not such an important factor in derailments as is generally supposed. Assuming that the track is in good order and that the permissible speed is not exceeded speed can safely be eliminated as a factor in most derailments.
This cannot produce a derailment. As all vehicles travel in the same centre line one can dispose of such a theory. The Theory of Probability denies such a possibility.
(To be concluded.)
(Continued)
A Descriptive and Historical Story of the North Island Main Trunk Railway
At Otorohanga we used to see the thatched whare in which Robert Barlow captured Winiata, the murderer. This was an incident of 1882 which greatly excited the King Country Maoris. Winiata had killed a white man at Epsom near Auckland, and had taken refuge in the King Country. There he lived for some years with a Government reward of £500 on his head. Barlow, a herculean half-caste, undertook to capture him and deliver him up to justice. He pretended to be a pig-buyer, and in his house he made Winiata drunk. It is said he got a Waikato chemist to put an opiate in the rum bottle. He tied him across a led horse, after taking a revolver from him, and in the night rode away with him to Kihikihi, a distance of some twenty miles. Early in the morning he handed his prisoner over to the police in the Kihikihi Redoubt after a desperate struggle on the road in the township, for Winiata had recovered his senses. The murderer was convicted and hanged, and Barlow received his reward. It was a really daring deed, for Winiata was protected by Kingites, and there were many who would have shot Barlow had they overtaken him on that night ride to the border. Barlow bought a farm at Mangere with the money, but he did not live long to enjoy its possession. A big powerful man, he wasted away and died, and all the Maoris believed that he had been bewitched—makutu'd—by some King Country tohunga in revenge for the capture of Winiata.
Here we are in the heart of the always wonderful limestone-cavern country. As you travel southward or westward you see boldly beautiful, often fantastic, landscape formations. Some of these limestone cliffs, bluffs, and ruined castles were turned to military account by the olden Maori. Near Mahoenui there is a limestone bridge spanning a deep narrow canyon, with a crystal-clear stream flowing along a smooth white channel; and at each end of this wonderful bridge there is an ancient fort, all bush-grown now. About Te Kuiti, Oparure, the Manga-o-Kewa, Piopio, the valley of the Mokau, and the country between these places and Marokopa and Kawhia, on the Tasman Sea coast, there are innumerable places where openings to mysterious caves are seen, and exploration of these is revealing new wonders every year. Travellers to-day are able to see the principal caves with speed and comfort. From the railway-line at Hangatiki one goes by automobile in a few minutes to the Waitomo, the first-discovered of these caverns, with its fairy hall of glow-worms. Near it are the Ruakuri and Aranui Caves.
Te Kuiti (126 miles), the principal town in the King Country, is a scene of busy pakeha-Maori life, a town with large business premises and with many attractive homes set on the surrounding gentle hills. Predominantly a farming-country centre, it is also a place of some picturesque Native life. These Ngati-Maniapoto people are now blending with the white population, and a very handsome blend indeed is the King Country half-caste and quarter-caste. Many of these tall, dark-eyed, chin-tattooed women of the Rohepotae are veritable daughters of the gods. The name of the town is historic; it is a contraction of “Te Kuititanga,” meaning “the narrowing-in,” in allusion to the conquest of the more northern parts of the Maori country in 1864. The original settlement there was Tokangamutu, a short distance to the south of the present town, on the banks of the Manga-o-kewa, a tributary of the Waipa. Here was King Tawhiao's headquarters for many years after the war, and here also for some time lived Te Kooti, the celebrated rebel chieftain.
The large carved meeting-house that now stands in the town (on our right just after leaving the railway-station) was originally built for Te Kooti in 1878, and it was his sacred prayer-house for some time. Wood-carvers from many tribes combined in the work of making the figures of famous ancestors. A curious little carving shows the chief Maniapoto in his stalactite cave, Te Ana-uriuri,
For twenty miles we climb steadily, passing farms in various stages of cultivation, and here and there a sawmill, into the rough hilly country of the ranges that separate the Waipa and Mokau head streams from those of the Wanganui River system. At Poro-o-Tarao (altitude 1,128ft., 146 miles from Auckland) we pass through the dividing range by a tunnel nearly three-quarters of a mile in length and emerge on the mountain-side that looks down on the upper Ongarue Valley. From here it is a downhill run of nearly thirty miles to Taumarunui, a descent of 650ft.
The story of the making of this tunnel illustrates the curious methods of railway construction adopted in New Zealand forty years ago. The job of piercing the Poro-o-Tarao Range was carried out years before the rails had reached the place. The plan was that it should be ready by the time the line was laid up to it from the north; but it was finished and lay useless for some years while the rails crept slowly up to it. The work was done by contract, and the firm that carried it through had an almost insuperable task. Poro-o-Tarao was an unpeopled wilderness; there were no roads, and there was no access by water. A township of workers was established at its north end, and brickworks were set up; all other material had to be carted from the head of the line at the Puniu or from Te Kuiti, to which point canoes could come from the Waipa when the rivers were high. The carters had to make their own roads. At some of the steep hills, such as the notorious “Gentle Annie,” a little to the south of Te Kuiti, block and tackle and windlass were rigged up at the hilltop, so that when the teams could not haul their loads up the slippery slant the ropes could be hooked on and the windlass manned to help the horses. Winter haulage over this wild country was a business of tremendous difficulty. But the work went on, and the tunnel was completed before the trains ran south of Te Kuiti. It had its uses for some years as a road for horsemen and pack-animals bound for the southern parts of the King Country. We used to ride through it, and it was an uncomfortable experience to get a packhorse bogged in the stiff clay half-way through the black dripping hole in the hill.
The name Poro-o-Tarao is a reminder of the fact that the long-ago chief Tarao, who was mentioned in the story about Kawa Hill, once climbed this range on his way southward. He did not bring his tunneldigging genius into play here. “Poro” means butt end; posterior. The name preserves a little jest of the chief's followers as they climbed the steep range in single file after him.
Now we descend into pumice land, on the banks of the hurrying Ongarue. In ages past this was a region of fiery furnaces. The rocky ranges on the east side of the valley are cast in significantly volcanic outlines. Vast showers of pumice sand were rained over the land, most probably from the craters about Lake Taupo, and as we travel towards Taumarunui we see whole cliffs of this pumice, washed down from the hills, and glittering like chalk in the sun. To the west the soil is better. That way goes the main road to the Ohura, the Tangarakau, and Whangamomona, the highway that emerges at Stratford, Taranaki. The branch railway by this route, that presently will link up the Main Trunk line with Taranaki, leaves our railroad at Okahukura, seven miles north of Taumarunui.
Running easily down this upper valley of the Ongarue one marks the sites of the old-time
whares and canvas livened the bush clearings and the ferny river-terraces. Some of these line-makers’ camps bore romantic names reminiscent of America's Great West—“Carson City,” “Angel's Rest,” and so on—labelled in charcoal on a hut-front. Another legend was conspicuous in every camp: “Hopbeer Sold Here.” The King Country hop-beer of that era carried, from all reports, a most potent and agreeable “kick.”
Down below on the Ongarue brink there were some heavy cuttings in the rhyolite rock, and the roar of rackarock and dynamite explosions was frequent. Some of the co-operative workers had easier jobs, as when a stretch of pumice was encountered. One of these pumice cuttings at the Taringamutu revealed a bed of that soft volcanic deposit 40ft. deep, the wash-down of the ancient showers from the pumice-coated hills. Crystal-clear streams come in, nearly all on the east (our left hand); one of these is the beautiful Maramataha, flowing down with many a little rapid from the Maraeroa Plateau; all of these streams carry rainbow trout. The Ongarue is broken here and there by rapids and spray-washed rocky islets. From below the Onehunga Rapids, close by our rail-line, canoes can be taken right down to the mouth of the Wanganui, 150 miles away.
Taumarunui (175 miles) was not so long ago the most remote, most secluded corner of the North Island, the very wildest quarter of the King Country. Geographically and politically it was as important a place in Maoridom as it is to-day in the chain of our inland communications. It was a meeting-place of tribes; it was a great council-place and war-route in other days, and a starting point for long expeditions to the outer world by river and bush trail. Surrounded by wooded ranges, this quiet spot at the meeting of the waters is well described by its name, which means “Great shelter,” or “Place of abundant shade.” It remained untroubled by the restless tide of pakeha trade longer than other parts of the interior. In 1900, before the iron rail from the north had reached it, it was a Mairo kainga of the olden time, with but one solitary white man, Alexander Bell, who had settled here in 1874 and married a chief's daughter.
Mr. Bell was the people's trader and interpreter and general agent in any transactions with the pakeha. He had been soldier and sailor, and this quiet bush retreat seemed to him the most desirable nook in the world after his long wanderings. When I first met him in Taumarunui's thatched whare days, he lived in a neat little cottage of pit-sawn timber by an orchard on the Ongarue banks yonder, and he had a little trading-store. At the time of writing he was still living in a greatly transformed Taumarunui, lamenting the change which had come over the Maori valley.
The rise of Taumarunui from the Maori kainga stage to a modern well-furnished town has been more rapid than that of any other King Country centre. The alluvial flat at the junction of the Wanganui and Ongarue, where once we heard the tui's song as we wakened in our camp beneath the rimu-wooded hillside, and where potato and maize cultivations spread over the levels, each little field enclosed by a pig-proof fence of closely-wattled manuka, is now covered with the dwellings and business places and churches, gardens, and lawns of a busy and wealthy provincial town. Here travellers bound down the Wanganui River leave the railway and embark on shallow-draught craft, preferably a long Maori canoe with plank topsides or washboards, prolled by an oil-engine-driven
Just to the east of the town, on the Matapuna Flat, is the place where the chief Ngatai and a party of seven Taumarunui men intercepted and shot a white man named William Moffat in the year 1880. This was the last of what may be termed political murders in the Maori country. The deed was rather in the nature of an execution than murder. Moffat had lived with the Maoris in this district during the wars and had made coarse gunpowder for them. His presence was not desired there when he attempted to return from the south in 1880. It was believed he was a land-buying agent and intended prospecting for gold. Wahanui, Rewi, and Taonui, the head chiefs of the Kingite party, sent instructions that he was to be killed if he attempted to evade the interdict against white trespassers in the Rohepotae, and as he persisted in coming to Taumarunui in spite of warnings he was shot. The Government made inquiries into the affair, but as the Kingite party was a law unto itself in the interior, and as it was made clear that it was on political grounds that the wandering pakeha was killed, the act was condoned. The Government of that day could scarcely do anything else without entering on another little war.
Engines are changed at Taumarunui Station, and a powerful locomotive takes our train up into the forest country and the long winding pull to the Waimarino tableland, the western end of the great central plateau. We are in the land of heavy timber and large sawmills, and numerous clearings won by pioneer settlers from the heart of the bush. Here, covering the headwaters of the Wanganui, in a much-dissected region where a coating of pumice from the ancient volcanoes overlies the soil every-where, there are the largest tracts of totara and rimu (red-pine) timber in the Island. Much of this grand timber has been cut out, and grassy fields replace the dense rain forests.
It is needful that this bush-clearing should be carried on with a wise regard for the forest needs of the future and for the protection of the river-sources and river-navigation. Climatic and water-conservation reserves have been made in various places, and some fine areas of bush have rightly been preserved along our railway route from Taumarunui onward. This is the only part of the Main Trunk line on which the traveller gains some idea of the noble forest that once covered the interior of the Island, and it is essential from every point of view that no more within sight of the line should be destroyed.
(To be Continued)
In reference to a refund, Miss Dora Pountney, Parnell, Auckland, writes to the General Manager of Railways as follows:—
The refund from the N.Z. Railways was paid to me to-day, and I send you many thanks.
I would like to say that the Chief Clerk in the Auckland Stationmaster's Office has been very courteous all through the waiting period. The Department is to be congratulated upon the efficiency and courtesy of its officers, who have to deal with matters connected with passengers’ checked luggage.
* * *
From the Hon. Secretary, Geraldine Town and District Association (Incorporated), Geraldine, to Mr. E. P. Chambers, Stationmaster, Orari:—
I am directed by the Executive of this Association to express to you, for conveyance to the Department's various officials concerned, the thanks of the Association for the manner in which the Department's representatives including those at Orari Station, have met the wishes of the Association not only in the following matters, but in many others which make for the efficiency of the Department's service to the District:—
(1) Geraldine Direction Boards on Orari Station;
(2) Provision of gate for stock at northeastern end of Orari Station yard.
(This has been of much benefit to those bringing stock from the north.)
(3) Lighting of Railway Yards at Orari;
(4) Provision of Railway Timetables in Geraldine—both ordinary and holiday;
(5) Arrangements re banking Department's Geraldine cheques, thus saving exchange;
(6) Freight matters and timetable adjustments;
(7) The arrangement by which Geraldine is treated as a Railway Station in regard to the receipt and delivery of freight.
We appreciate your help in the various matters brought before you by the Association.
* * *
From the Carterton Tradesmen's Association, Carterton, to Mr. W. J. Barrett, stationmaster, Carterton:—
I have pleasure in advising you that at the annual meeting of the above Association held last Thursday evening a motion of appreciation was passed to you and your staff for the efforts exerted at the Carterton Railway Station, and the good service now being given to business people in the reliable and prompt handling of goods.
The meeting decided to support the railways in every way possible, and to urge others to do likewise.
* * *
From Mr. J. Mason, Rangiora, to Mr. L. Jolly, Stationmaster, Rangiora:—
On the eve of the finish of another killing season, I would like to take this opportunity of thanking you and all members of your staff for the many kindnesses that you have all shown to me. I can assure you it has been a great pleasure to have anything to do with the Railway staff. They never let me down during the season.
* * *
From Messrs. C. and A. Odlin, Timber and Hardware Company Ltd., Wellington, to Mr. E. J. Lezard, Goods Agent, Wellington:—
On Monday the 23rd inst., about 4.15 p.m. you will remember that we made arrangements with you to take delivery of a coil of wire rope to be urgently sent on to Taihape. We are just in receipt of a letter from the consignees advising us that the rope reached there early on the following morning (24th).
We want to say that we appreciate the service rendered by you and your staff in the despatch of this rope which meant that the mill for which the rope was required did not suffer any hold-up through delay in this equipment.
“In the long run, the form of transportation will survive that has the lowest economic cost for the service rendered. In passenger transportation, the railways will continue to take care of the long journey passenger, the overnight traffic between large cities and the mass movement of suburban passengers morning and evening. Railroad traffic will continue to increase in amount, and railroad capacity—in equipment, line and terminal—will be effectively utilised. It is not a question of survival of one and the downfall of the other. It is a question of finding the desirable economic balance, a fairly definite limitation of fields with wise co-ordination, so that each agency of transportation may function in both fields with the maximum efficiency.”
—Professor Cunningham of Harvard University.
Transport is a basic industry. I think it may be said that the growth of civilisation through the ages would not have been possible without it, nor could it be maintained without the means of safe and quick transit.
Again, the cost of living and the general comforts of existence are dependent almost entirely upon the facilities provided for the carriage of goods and produce from the producer to the consumer. In quite a number of cases, in fact, this service costs as much as the article itself.
It is interesting to look back a little to the time when the Romans, in order to maintain their rule in England, built the first roads there. Previous to this, there were only primitive track ways over which goods were transported by pack animals. As far as can be ascertained, these Roman roads were not added to for many centuries.
The “common carrier” made his appearance in the 14th century, at which time wagons, were used at a cost of 1d. per ton mile (which was about one day's wages for a labourer of that period). This rate of one day's wages per ton mile remained practically unaltered from 1260 to 1800, after which the rate was in the neighbourhood of 1s. per ton mile.
In 1555 an Act was passed throwing the responsibility of maintaining the highways on the then local bodies. Carriers of goods by vehicles gradually became more common there-after, until, in the 17th Century, vehicles were used for both passengers and luggage. This increase in traffic, however, commenced to damage the roads. The local bodies of those days, not being so altruistic as they are at present, let things go until the roads were practically impassable. Eventually a way out was found, the roads being farmed out to Turnpike Trusts, the first of which was established in 1663. Two centuries later there were 22,000 miles of roads maintained by a large number of Trusts. The turnpike rights were sold by auction, one, I believe (known as the Whetstone), paying £7,530 for such a right. These trusts, of course, mulcted the predecessor of the present motor car owner to pay for the roads, and also to provide a little more for contingencies. As usual, the good thing was pushed to its limit and ended in riots and the destruction of the gates.
The roads, however, had a competitor when an Act was passed in 1759 to build the first canal. Other canals were subsequently built. They carried bulk traffic and co-operated with the road transport which at best was slow and inconvenient for bulk carriage.
Definite passenger coaches with spring slung bodies came into being in 1754 and continued until supplanted by railways, the first of which
It is interesting to note that it was only after a number of years that railways became common carriers themselves. Originally Railway companies were only empowered to provide a track on which any person could run a vehicle on payment of tolls. The roads promptly started to deteriorate with the growth of railways, and, with the disappearance of the Turnpike Trusts, reverted again to local control.
May I emphasise one point here: Railway companies built and paid for the roads with their own funds and were not assisted by general rating or votes of public money.
From 1825 until the present day railways have grown until nearly every part of the world is served by them. Moreover, the development of every country has been the direct result of transport facilities which could only have been given by rail.
The development of the motor car into a really serious medium for transport, dates, I think, from the termination of the War in 1918, when large numbers of vehicles and trained drivers were available for commercial purposes.
There were large numbers of vehicles previous to this date, but they did not enter into serious competition with existing transport services.
With the growth of motor traffic in England the roads came in for criticism, allied with objections from local bodies in regard to the repair of the roads which were being knocked to pieces by motor transport. The matter was, however, taken up by the Ministry of Transport and the following amounts have been spent on roads and bridges, etc., during the past few years:—
Of the expenditure for 1924–25, local bodies contributed (from current revenue), £51,135,603, and £1,150,562 was paid direct by the Ministry of Transport. In the same year local bodies spent (from loans), £10,890,131. (The railways pay about £7,000,000 in rates, out of which about 1 ¼ million is allocated for roads.) This very briefly covers the history of transport in England up to the present time.
The position of the railways in face of the radically altered transport condition of to-day (with serious competition arising from a new means of transport), is receiving the most earnest study of railway authorities all over the world.
The position, as everyone knows, has been brought about by the motor car and lorry and the popularisation of these vehicles as transport units. Communities which had been built up by rail services are, in many cases, now being served by motor services which picked and chose the class of traffic which paid them best. The railways, in almost every case, pioneered and developed the traffic now being lost to them. They provided many services which were necessary (and which they could economically undertake only so long as the whole of the traffic was carried by them), but which are not economical propositions when a large proportion of the best paying traffic was taken by a competitor.
However, there is no question but that the motor has come to stay.
From the point of view of the community, the form of transportation that is required is the one that has the lowest economic cost for services given. It is such a service that will eventually be evolved. An investigation into the advantages of motor transport as compared with transport by rail was recently made. In order to put the matter clearly, I shall quote some of the reasons as stated by a number of the leading motor transport specialists. (I have in mind a goods and passenger service as opposed to private cars.)
The claims of the lorry have been stated as follows:—
(1) A goods lorry can collect and deliver from door to door.
(2) It is more mobile in its radius of action.
(3) It saves handling in loading.
(4) It presents many advantages to wholesale firms distributing to branches.
(5) It can go right into shopping areas in town and pick up passengers.
(6) Being a smaller unit it can run a frequent service.
As far as I can ascertain, these appear to be the most important claims for the motor vehicle.
Taking these arguments one by one, what can the railways offer to offset them?
(1) At first sight a railway is certainly handicapped in regard to door to door delivery—unless it maintains its own delivery vans, or co-operates with a local firm to do the work. But economically this disadvantage is not so great as would appear. For short distances it holds good without any question, but it is agreed that a motor finds its true field with short hauls, and immediately you increase these distances the advantages of the motor disappear. May I quote one or two opinions in support of this statement.
In “Modern Transport,” Mr. J. L. Cleeves, (who is the Transport Manager of Messrs. Lipton, Ltd.), shows by figures of actual costs, (for his service of feeding branches from the London depot, using his own vehicles), that, after road haulage of 77 miles, it is cheaper to send goods by rail—the saving increasing with the distance. (The load outwards was four tons, and inwards, one ton.)
Then, again (quoting from the “World Motor Transport Congress,” p. 107), a Mr. Bacon, of U.S.A., states that “a survey covering one year in the State of Connecticut, shows that trucks have the following average radius of economic action. (The figures have been compiled from actual statistics on the road):—
There are many similar conclusions based upon actual running costs. I have, therefore, come to the conclusion that the first motor claim of economic superiority for short hauls may be admitted. Beyond that the claim is economically unsound.
(2) The claim that the motor truck is more mobile in its sphere of action must also be admitted. With the growth of traffic, however, motors will have to run specified routes to a timetable. No other method will be possible.
Now, immediately a timetable and route is required, it seems to me the advantage disappears. To bring out another point: We have heard a good deal about suburban buses picking up a passenger from his door. In actual practice this does occur, but only in the street along which the bus runs. People from other streets must walk to the bus route. The argument, of course, does not apply to buses plying in cities in all directions. The contention in regard to buses in suburban areas is often met by the statement that the bus can traverse a number of streets, which statement and claim can also be agreed to provided the time in which the journey is made is considered.
(3) For short hauls, there again is no question that the motor vehicle scores by saving double handling. But immediately the cost of actual haulage becomes sufficiently great to offset the saving in handling, the advantage under this head disappears. (See observations above on what constitutes an economic haul for a motor vehicle.)
It would appear, however, that there are considerable possibilities in regard to cheapening cost of loading and handling on railways. Among others have been suggested the use of containers, handling appliances and machinery. These matters are now receiving attention on all railways with a view to reducing costs of handling.
(5) The argument in regard to buses going into shopping areas is more a matter of city than of railway transport, and concerns trams rather than trains. However, one remark may not be out of place in this connection: The congestion arising from the concentration in city streets of a large number of cars would eventually so reduce the speed of transport that the public would have to be provided with other means of transport, such as underground railways. I have yet to find an unqualified statement that buses can deal with the peak traffic of a large city.
(To be continued.)
The long-anticipated railway excursion from Paeroa to Tauranga eventuated on Saturday, 17th July, says the Thames “Star.” Unfortunately, an easterly gale somewhat marred the outing. The excursion, which was inaugurated by the Paeroa Rugby Union, was well patronised by the local public, and the long train, comprising thirteen carriages and two engines, carried 530 persons, only three less than the number who participated in the Thames excursion to Tauranga on the previous Saturday. No doubt the unpropitious weather prevented many more local people from making the trip on Saturday.
The train left Paeroa shortly after 8.30 a.m., and heavy rain commenced to fall, such conditions prevailing throughout the journey to the East Coast. A great many of the excursionists were making their first visit to Tauranga, and the keenest interest was taken in the scenery en route. Unfortunately the heavy rain completely obscured the landscape at times, and much of the pleasure of the trip was lost. The train reached Tauranga on schedule time, and a few minutes later was emptied of its living freight at the Strand station, and soon the streets of Tauranga were thronged with eager visitors seeking shelter from the torrential shower of rain which fell just as the detraining took place.
Apart from the general public, four football teams, five basketball teams, a ladies’ hockey team, and a ladies’ and men's golf team made the trip. The teams were met on arrival by Mr. H. B. Warner, president of the Tauranga Football Union, and representatives of the other sports bodies, and were directed to hotels or refreshment rooms.
On behalf of the visiting teams Mr. W. P. Pennell acknowledged the welcome and assured the local union that Paeroa was looking forward to the return visit of the Tauranga players.
Visitors who were not participating in the various games spent an interesting afternoon sight-seeing between the showers of rain. The football, basketball, and hockey matches were played at the Domain, and the golfers journeyed out to the links at Gate Pa.
Paeroa did not have a day out so far as victories were concerned, the football, hockey, and golf teams being defeated by Tauranga, and only two basketball teams obtained wins.
Credit is due to the Railway Department and the Paeroa Rugby Union for the complete arrangements made for the excursion. Leaving Tauranga at 6 p.m., the return trip was made without incident, and it was a good-natured and happy, if somewhat tired, crowd that reached Paeroa shortly after nine o'clock.
I never hesitate to take a leaf out of the book of another man's experience—provided, in my judgment, he is right.
John Van Deventer, editor of the Engineering Magazine, published a number of (what are considered) noteworthy articles on Management. One of them, by John Calder, on “How to Develop Executive Ability in Foremen,” seems to me to answer in a slightly different way a question (which is often asked me) on the failure to get recommendations following our annual staff review.
I have to admit cutting down Mr. Calder's long article into very short space, but this is the meat of it as I see it. It is worthy of study.
He says:—“There are twelve main qualities needed by foremen today, viz., trade skill, knowledge of production methods, physique, energy, thoroughness, observation, concentration, judgment, tact, control, fairness and loyalty.”
Here are his observations on some of these qualities:—
“I saw a dog sniff a third rail once. He was full of information in a moment, but he was a dead dog. He died of intensive education, an overdose of facts Such a fate will not, however, befall any foreman or executive who will concentrate three or four hours a week getting a thorough working knowledge of how our business is run, and of the universal rules of production. A certain amount of study is necessary to keep our information up-to-date in order to keep out of the T.B.M. (tired business man's) class.
Tact is most important in a foreman. Unfortunately, the tact of a great many executives should be spelled T-A-C-K, for, as displayed, it is of the sharp-pointed, flat-headed variety. Study your men, and realise the fitness of things, in order to get the best results from the men who work for you.
Energy is a quality that must be considered. We all want a man who can get a move on. If a man is phlegmatic, he cannot lead men to good production, yet no one ever made good by merely entering his department like a whirlwind, and leaving like a tornado. Such an attitude takes away rather than adds to, the energy of the men. Noisiness, too, is no evidence of
A foreman must also have thoroughness. If there is anything wrong in a shop, and a foreman offers a plausible explanation, no one will contradict him at the moment, because no one knows differently. Personal observation must be thorough; shallow views of the business in hand will not do.
Observation is a necessary trait. Some people use their eyes, but do not see anything of importance or anything worth remembering. The cultivation of memory is a matter of real importance in this connection.
Health counts for a lot in a foreman. Good all-round health is essential, so that the mind can be applied to the men working for him. A shop goes to pieces if employees get to saying “how do you think the old man is feeling to-day?”
To be able to concentrate on and finish a job, is an essential qualification. Lots of people have ability, and yet never get anywhere, because they flit from this to that, never finishing anything. You must be able to concentrate on the job in hand and deliver the goods.
Judgment.—How can judgment be cultivated? in other words how can we become wise? By thinking, by imitation, and by experience.
Thinking is the finest way. Imitation is the easy, lazy way, but you cannot afford to copy all your ideas and ways. Experience is the most difficult way, for you are limiting yourself severely.
To be wise in the right way, you have to get the facts accurately, through concentration, observation and thoroughness and by scientific methods, not guessing. Then add your own experience, and then what you know other people have done, and then put them all in your thinking machine for a decision of your own.
In order to emphasise the necessity of giving clear instructions to workers,—a group of foremen at a lecture were told that workers think rather in terms of things that they can see and handle and not in ideas, in other words in the concrete and not in the abstract. To the chagrin of the instructor the yard foreman spoke up “You did well, but you never said what proportion of cement, sand and gravel to put into that concrete.”
Watch out that your instructions are understood correctly.”
A man should never be ashamed to own he has been in the wrong, which is but saying, in other words that he is wiser to-day than he was yesterday.—Swift.
The experiences of our Business Agents in the course of their efforts to secure additional traffic for the Department would supply columns of entertaining reading matter were these ambassadors of transport given to talking about their own doings. But their habit is rather to do the job and say nothing. Two instances have come under notice recently that go to show their thorough and effective work.
A shipping company manager was approached with a proposition to which, after discussion, he agreed. Upon being asked whether he would like to study the details prepared by the Department he said—“Oh, no; there is no need. I have always found the information you provide so reliable that further checking is unnecessary.”
In the other case a farmer, who had been hard to win, finally said to the Business Agent: “Well, you deserve to be rewarded for your persistence. Give me your hand; I'll give you my business!”
* * *
Speaking at Feilding recently, the General Manager gave a graphic review of the history of transport preliminary to an expression of definite opinions upon the present transport problem and its probable future developments. There is probably no more absorbing study than the history of the business upon which one is engaged, and no thorough understanding of the needs of commerce, and the part the railways are capable of playing to supply those needs, is possible, unless the effect of the actions and reactions of past times can be used as an aid to judgment. Every railwayman should make a point of getting to know all he can about the history of railways and other methods of transport in order to assist intelligently in the work of his own Department.
* * *
Stationmasters and their staffs have frequent opportunities for gaining the goodwill of customers and also for securing new business for the Department. Talking with a stationmaster from the north the other day, he explained the wonderful success he had in getting the wool traffic of the neighbourhood. A keen footballer himself, he made a point of going out to every match possible during the season, and then, at the social evenings that invariably follow such events, he talked wool to a willing audience and came away with enough orders for wagons to worry the transport office for weeks. Combining business with pleasure is a profitable employment for spare time and can be indulged in greatly by our own people, no matter what their occupation, if they are keen on their job.
* * *
If anything was more surprising than the terrific pounding the Wellington-Petone sea wall received during the recent great southerly storm, it was the wonderful speed with which the Maintenance men set about repairing the thirty-odd breaches. With a heavy sea running, wet to the skin with spindrift and rain, and working in the freezing cold of one of Wellington's most wintry days, the men who keep the track made amazing progress in putting the first line in order for through traffic; and the travelling public could scarcely believe their eyes when they saw trains running along the sea edge by four o'clock the following afternoon. It is in cases of emergency that the true spirit animating the Maintenance track gangs has a chance to show its excellence.
* * *
The Spring Excursions of the Department have provided another busy time at stations. It is noted, too, that the publicity methods adopted by the Department have attracted attention in the advertising world. A writer upon advertising pointed out what he considered to be a defect in one of our Spring Excursion advertisements. The advertisement said “save 30 per cent.” The writer said it should have been “save 6/- in the £.”
He was, of course, quoting the American idea of advertising, where, owing to a different psychology and the use of the metric system other methods for advertising are considered available. But in this country it is quite immaterial whether 30 in the 100, 6 in the 20, or 3 in 10 be quoted, our people are all capable of seeing at a glance that nearly one third is saved. The position would, of course, be different if actual fares between stations were being quoted. There, simplicity is secured by stating the actual amount of saving (as has been done in the case of “sample fares”), but that method cannot be adopted when an average for the whole Dominion is required.
Arising out of an accident which occurred on the Culverden-Christchurch line when a jack fell on the track from the tender of an “Ab” engine, arrangements have been made by the Locomotive Branch to prevent the possibility of anything of the kind again happening. A pocket will be provided in the tender of the engines, from which it will be impossible for an engine jack to fall.
* * *
Fruitgrowers will be pleased to know that drawings have been prepared which provide for further ventilation in the standard “Xa” fruit wagon, and that the new ventilation will be available for the next fruit season. The arrangement referred to has been made in accordance with representations put forward by the New Zealand Fruitgrowers’ Association.
* * *
Extensive experiments have been made by the Chief Mechanical Engineer's office, acting in conjunction with the Government Scientific Research organisation, in regard to the insulation of meat wagons, and it is anticipated that an exceptionally effective means of insulation will be brought into use upon wagons employed for the conveyance of meat and dairy produce.
* * *
It is interesting to note that up to a recent date 102 sections have been purchased as sites for houses to be occupied by employees transferred under the Workshops re-organisation scheme, at a total cost of £20,000.
* * *
The Advertising Branch has shown a substantial revival in business since the commencement of the current financial year. This is taken to be, in some respects, due to the improved trade conditions in the Dominion.
* * *
Some concern was expressed in Wellington recently when it was seen that one of the dredges engaged upon pumping spoil for the reclamation of Wellington's new station yard had been with drawn. The position, however, was merely that the spoil had reached a height where it became necessary to stop one dredge pending the completion of the storm water culverts.
“When thou hast caught a swordfish single-handed thou wilt be a man, my son.—(Maori proverb).
New Zealand may claim to possess not only fresh water fishing areas second to none in the whole world, but the finest deep-sea angling waters in the Seven Seas. Thomas Bracken was right when he described the Bay of Islands as the “Bay of Beauty.”
The Bay of Islands, with its historic town of Russell, has two predominant attractions to offer, to visitors. The first is its scenery, presenting vistas of unsurpassed beauty. The Rawhiti group of islands and many smaller islands, dotted about the harbour, with their native foliage (including the delightful Pohutukawa trees, which grow along the shores of the beautiful bays and inlets) make one believe when wider publicity is given to the North many more visitors will flock to our shores. Thanks to the enterprising Railway Department, Government Tourist Department, and Publicity Department, much more attention is now being paid to this portion of our Dominion.
The second attraction is its wonderful fishing grounds. Until recent years big game fishing with rod and line was only indulged in by a few enthusiasts. While credit must be given to that well known sportsman Mr. A. D. Campbell, for landing the first swordfish on rod and line while fishing off Cape Brett, it was not until a year or so ago, when Mr. Zane Grey and party came to New Zealand to try out our waters, that the public became really acquainted with the sport. The thanks of Northland are due also to the “Auckland Weekly News” for helping to spread the news throughout the world about these wonderful fishing grounds.
Captain L. D. Mitchell, an Englishman who was attached to Mr. Zane Grey's expedition, holds the world's record for landing the largest fish ever caught with rod and line. This fish was a Black Marlin and weighed 976 lbs. (It took Captain Mitchell four hours to land his prize in the process of which it towed his launch a distance of ten miles out to sea.) At that time Captain Mitchell was camped on the Island of Urupukapuka—which is in close proximity to our fishing grounds—being about 12 miles down the harbour by launch from the railway terminus.
At the time Captain Mitchell caught his big fish there were no scales on the Island big enough to weigh it; the result was the huge monster had to be cut up. Captain Mitchell's fine specimen of a Black Marlin was thus lost to the Dominion. Realising the importance of this matter the museum authorities have now made arrangements where by all record fish caught may be preserved. (It may be mentioned that there is located at the fishing quarters on the Island of Urupukapuka a taxidermist who is doing valuable work in this connection. Anglers who are fortunate in securing a swordfish, or other big game fish may, therefore, have their trophies preserved on the spot. This is one of the many innovations and is much appreciated by sportsmen.)
Otehei Bay on the Island of Urupukapuka has been turned into a fine rendezvous for all deep sea fishermen, whether they are in search for the monsters of the deep or prefer to just fish for the many other kinds of fish which abound in the northern waters. In order to convey some idea of the abundance and size of the fish caught in these waters, let me state that, for the first months of this year, fish aggregating 46,366 lbs. in weight (over 20 tons), were landed by means of rod and
The following anglers landed records for the season—
Mr. H. White Wickman, London, 1 hammerhead shark (400 lbs., 6th January); 1 broadbill (693 lbs., 9th January).
Lord Grimthorpe, Leeds, England, 1 mako shark (630 lbs., 24th January).
General Sir Thomas Bridges, England, 1 thresher shark (160 lbs., 14th February).
Mr. H. A. Britton, Taihape, New Zealand, 1 black marlin (876 lbs., 16th March).
Mr. J. W. Kershaw, Martinborough, New Zealand, 1 swordfish (410 lbs., 22nd March).
As a winter resort the Bay of Islands cannot be excelled. Many improvements have been made with a view to giving every assistance to those who may wish to indulge in the sport of deep-sea fishing. A new wharf derrick and a weighing machine have been erected, the weighing machine being capable of recording weights up to three tons.
Last year, it will be remembered, the Duke of York paid a visit to the fishing area and tried his hand at the game. His Royal Highness was so delighted with his visit that he expressed the hope that one day he may be able to spend a month on the fishing grounds.
The social side has been catered for by the erection of a fine building containing a spacious lounge and dining hall. On the verandah (which measures 75ft. by 16ft.) of this building, the fishermen may sit and smoke after their day's sport and talk over piscatorial matters to their heart's content. Sleeping accommodation is provided in comfortable bungalows adjacent to the main building.
Russell may be regarded as the headquarters of deep-sea fishing. The launchmen there have made a study of deep-sea angling. These men are not only experts in hunting and landing the big fish, but they are ever ready to give of their best to any angler who may wish to try his luck at this fascinating sport.
It may be mentioned by way of recognition of the qualifications of the launchmen of Russell, that the Zane Grey Expedition which is visiting Tahiti and the South Sea Islands at the present time, engaged Peter Williams and Francis Arlridge, experts from Russell. These two men proceeded to Tahiti in July and the expedition, after trying out new waters, will return to our Northern waters. The area of water to be covered during Zane Grey's next visit to our shores will be extensive—from near the East Cape to the North Cape. (Captain Mitchell informs the writer that the party will spend three months here.)
So far as the launches are concerned there are none anywhere in the world more up-to-date than those at Russell. They are fitted up with every conceivable contrivance—chairs, harness, tackle, and all other equipment necessary for fighting the huge monsters of the deep. To see a swordfish after being hooked, jumping clear of the water and then seemingly walking along the waves on its tail in an endeavour to extricate itself from the hook, is a sight to behold. Many an angler has been absolutely exhausted after playing one of these sporting fish for some hours. But he becomes so enraptured over the exciting thrills that he is ever ready to start the next round.
It is not generally known that deep-sea angling may be indulged in all the year round. To make it clear it may be stated that the Black Marlin, Striped Marlin, and the Broadbill are migratory, and reach the North Coast of New Zealand during the warm season. They come with the warm currents and go away when the cooler weather sets in. From December to the middle of May, therefore, is the best time to hunt the swordfish. The Mako shark, Thresher shark, Hammerhead shark, King Fish, and many other
Many distinguished people have visited the Bay of Islands this last season, amongst whom were Lord and Lady Grimthorpe, General Sir Thomas Bridges, Mr. White Wickham, and many others. (General Sir Thomas Bridges has been here twice and Mr. White Wickham is looked upon as an annual visitor.)
Lord Grimthorpe made his name famous by reason of the fact that he landed the world's record Mako shark, weighing 630lbs., on the 24th January last. He and Lady Grimthorpe made their headquarters on Urupukapuka Island and were simply charmed with their visit. They are already planning a return visit to New Zealand. Certainly Lord Grimthorpe had wonderful luck. By a strange coincidence the previous world's record Mako shark was caught on the same rod and reel as was used by his Lordship. Mr. F. B. Lewis of England was the successful angler to land a 577 pounder, the previous world's record.
Incidentally, it may be mentioned, that Lord Grimthorpe has had the jaw of the world's record Mako preserved, and it has been sent Home to his country house in Leeds, Yorkshire. Moreover, Lady Grimthorpe has proved as ardent a lover of the sport as his Lordship, and has landed some fine specimens. Lady Grimthorpe is having the skin of the world's record Mako shark turned into useful articles such as shoes, hand-bags, etc. (The ladies, generally, are taking a very keen interest in this thrilling sport, and are proving themselves to be as accomplished therein as the sterner sex.)
There is one matter I especially would desire to stress and it concerns the expense involved in connection with this sport. It is quite erroneous to think the sport is beyond the reach of the ordinary man. If an angler goes to the fishing grounds and requires a launch to himself and uses benzine by the gallon trolling about on the high seas, it must necessarily follow that the bill for benzine will run into a considerable amount. Launches may be hired from £3 upwards per diem, plus benzine used. This includes the pay of the master of the launch. He must live, and, of course, has to keep his boat in perfect order. I have in my possession the bill of costs incurred by a party of anglers who visited the Bay of Islands last season. The anglers expressed surprise at the reasonable cost for such a thrilling and delightful holiday. When one goes in for sport of any kind, whether it be football, golf, cricket, tennis, yachting, etc., it is to a large extent a matter for the individual as to how much his outfit will cost. So it is with the sport of deep-sea fishing—a sport that entices the business man away from the turmoil of city life and provides him with rest and recreation which will send him back to his work with renewed vigour. The angler of the twentieth century can, if he so desires, be a very well-equipped sportsman. If he is wise in his generation and procures the best tackle it is improbable that he will ever have to blame his “tools” for poor sport. Angling is almost an exact science and the fisherman who is up-to-date will not be put off with anything but the best. It is always advisable, however, to obtain the best advice possible before purchasing a lot of tackle which may prove of little use. I have known of anglers who brought to the Bay of Islands enough impedimenta to sink a launch, and then use little of it. The simple Tanekaha rod, made from the native tree bearing that name, is an inexpensive rod. The wood is strong and pliable and sportsmen enjoy just as much sport with this kind of rod as they do with the more expensive ones.
These famous fishing grounds are easy of access. Express trains run daily from Auckland to Opua, the railway terminus at the Bay of
As space is limited I cannot write anything about drifting, trolling, tarporinos, why it is necessary to use a wire trace, and many other details. However, if anyone contemplating a trip to Russell for the purpose of deep-sea fishing will communicate with me at Russell (C/o Post Office Box 28), I shall gladly answer any correspondence in this connection.
“…Seven thousand miles from California! What a long way to come, to camp out and to fish, and to invite my soul in strange environment! But it was worth the twenty-six days of continuous travel to get there…. The very strangeness eluded me. The low sound of the surf had a different note… Nevertheless, I was not slow to appreciate the beauty of the silver-edged clouds and the glory of the golden blaze behind the purple ranges. Faint streaks of rays of blue, fan-shaped, spread to the zenith. Channels of green water meandered everywhere, and islands on all sides took on the hues of the changing sunset…. I saw several sailing hawks, some white gulls, and a great white-winged gannet. Then I heard an exquisite bird song, but could not locate the bird. The song seemed to be a combination of mocking bird melody, song sparrow and the sweet wild plaintive note of the canyon swift. Presently I discovered that I was listening to more than one bird, all singing the same beautiful song. Larks! I knew it before I looked up. After a while I located three specks in the sky. One was floating down, wings spread, without an effort, like a feather. Down, down, he floated faster and faster, bursting his throat all the while, until he dropped like a plummet to the ground, where his song ended. The others circled round higher and higher singing riotously, until they had attained a certain height; then they poised, and began to waft downward, light as wisps of thistle-down on the air… What gentle soft music! It was elevating and I was reminded of Shakespeare's sonnet: ‘Hark! Hark! The lark at heaven's gate sings.’ They sang until after dark; and in the grey dawn, at four o'clock, they awoke me from sound slumber. I knew then I had found a name for this strange new camp. Camps of the Larks!”
From “Tales of the Angler's Eldorado.” By Zane Grey.
Mike: “Did you ever speak before a large audience, Pat?”
Pat: “Fairly large, I did Mike.”
Mike: “And what did you say?”
Pat: “Not guilty your Honour!”
* * *
Father, to his bright offspring: “When I was your age I was glad to get dry bread to eat.”
Bright Offspring: “You are much better off now that you are living with us, aren't you daddy?”
* * *
Alf: “Yah, your muvver takes in washin'!”
Bert: “Well, she couldn't hardly leave it out on the line all night wiv your muvver livin’ next door!”
* * *
The Mediterranean and the Red Sea are joined by the Sewage Canal.
The Pyramids are a range of mountains separating France from Spain.
A triangle is a square with only three corners.
A right angle is formed when one straight line meets another straight lines and stands on it.
An appendix is a part of a book which nobody has yet discovered to be of any use.
The flannelette peril means a petticoat government.
The cold at the North Pole is so great that the towns there are not inhabited.
An elephant is a square animal with a tail in front and behind.
* * *
Peggy: “Daddy, what did the Dead Sea die of?”
Daddy: “Oh, I don't know, child.”
Peggy: “Daddy, where do dreams go when you wake up?”
Daddy: “I don't know.”
Peggy: “Daddy, why are there so many bones in the fishes?”
Daddy: “I don't know that either.”
Peggy: “Goodness, daddy, who made you an editor?”
* * *
Bobby (waking up at 2 a.m.): “Muvver, tell me a fairy story.”
Mother: “Just wait dear. Daddy will soon be home, and then we'll both hear one.”
* * *
Jones and Smith were going home in Jones's car after a merry evening at the club. After the car had several collisions, Smith protested: “I say, old man, can't you drive more carefully?” Who, me?” answered Jones, ‘I thought you were driving.”
* * *
Wife (as they depart from the summer hotel): “Have we left anything, dear?”
Husband: “You mean, have we anything left?”
* * *
“I would die in peace,” said old William Wobbler, “if I knew that I could depend on you, John, to give me a nice funeral.”
“I'll do my best, William. What would you like?”
“I would like a hearse, John, with four horses, and a brake, and two wagonettes, and seven mourning coaches.”
“Gracious! William, it's not a funeral you want: it's an excursion.”
In October, 1927, the New Zealand Government Railways added another link to their publicity chain by appointing the New Zealand Government Mail Agents on ocean liners, to be also Railway Passenger Agents.
These Agents were assembled at Wellinton, and given tuition in railway matters, more particularly in regard to the handling of tourist traffic.
Then they were sent on a tour of New Zealand to gain first-hand knowledge of the tourist resorts, and the class of accommodation provided by the various hotels.
How these Passenger Agents do their work is interestingly told by Mr. Cummins, in the following brief review.
(By W. W. Cummins.)
The system adopted by the writer, both on the northward trip to Suva, Honolulu, Victoria, and Vancouver, and on the southward trip to New Zealand, is as follows:—
Going north I make it a point to advertise New Zealand to those passengers who have not made a tour to our Dominion. Suitable literature is distributed to them, not only for their own use, but to take to their Homeland, where they will spread the information among the people with whom they associate.
Coming south, the advertising has to be energetically pursued because these are the passengers outward bound upon holiday bent, and some have made no definite decision as to route. On my ship, twenty minute lecturettes are given in the first and second saloon, upon the attractions of the North Island.
The following night the same procedure is adopted with the South Island. Thus every point of interest, from Russell to Stewart Island, is explained.
The amount of travelling by railway, boat, and motor, is also given.
The above lecturettes are attended by those Canadian and American passengers who intend landing at Honolulu; and a further course of lectures is given between Honolulu and Suva.
Three nights a week the Agent is in attendance in the first saloon, from 7.30 p.m., to 8.30 p.m., for the purpose of giving information and mapping out itineraries. On alternate nights, at the same hours, he attends for the same purpose in the second saloon. Third class passengers are invited to make special appointments.
The lecturettes create great interest regarding New Zealand. Many and varied are the questions answered, and then the real work of preparing the itineraries commences.
The itineraries are made out in duplicate, one copy for the passenger, and the other is held to be handed to the Railway Passenger Agent at the port of arrival.
The passengers booked for Australia are encouraged to make a break in their journey at New Zealand, and so far the results in this direction have been excellent.
There is, however, another aspect of this work, which does not show immediate results; that is the publicity value of the information given to the passengers. This information is in many cases carried away by them to distant lands, and thus additional tourist traffic is encouraged.
It is interesting to note the varied class of information sought by passengers. For example:
1. A professor of forestry explained to me for two hours one evening, the whole of our forestry policy, and the various kinds of trees to be seen in New Zealand. Fortunately, I noted his profession in the list of passengers given in the daily newspaper. I immediately primed myself on the above subject, with the result that he inquired if I had graduated in forestry!
2. Anther professor questioned me on the Maori, and then struck off in the direction of obtaining an explanation of our educational system, and form of government.
This professor questioned me thoroughly, and not until the next day did I discover that he was a professor of education.
Questions on cattle and sheep farming and on grain growing are asked frequently. Medical men, too, are always in search of information on our hospital system, and Plunket nursing. Information concerning the motor industry is also very much sought after.
All of these questions. are asked, and a multitude of others. There can be no doubt about the value of the publicity which the Dominion thus secures. The work of the passenger agents is most interesting, and it is much appreciated by the tourist public.
Co-operation is not a sentiment—it is an economic necessity.
—Charles Steinmetz.
Mr. J. H. Thomas, M. P., General Secretary of the National Union of Raiwaymen, was one of the principal speakers at the Annual Conference of the Union held in Bristol on 1st July. In the course of an interesting speech, Mr. Thomas, whilst emphasising the gravity of the Railway situation at Home, expressed his belief that the present difficulties (brought about chiefly through road competition), would be surmounted. “I am one who believes we shall be able to pull round,” said Mr. Thomas. “I believe the railwaymen will face the situation fairly and squarely. It is our duty to face this problem with a single-minded desire to do the right thing…. We have been faced with serious situations before and have pulled through but we shall not pull through by bickering or suspicion….”
Another interesting speech that created much interest at the Conference was that delivered by Mr. J. Gore, the new president of the National Union of Railwaymen. He said that practical railwaymen were able to contribute brains as well as brawn to the solution of the present railway problem. Urging co-operation between the management and the men, he said: “The word ‘co-operation’ can only mean both sides putting their best into the industry without either becoming suspicious of the other to obtain the maximum results—the managerial side increased dividends and the employees’ side more appropriate wages and improved conditions.” In order to attain this end, he concluded: “We should be unworthy of the trust imposed in us if we failed first to use peaceful methods, recognising that it is only through constitutional machinery that rates of wages or conditions of service can be varied.”
One must sympathise at times with the difficulties of the railway booking clerk in face of irritating and oft-times amusing questions that are frequently put to him. Intelligence, tact, and a sense of humour were all needed by the booking clerk who attended to the request of a foreigner who presented himself thus: “Gib me two dickets. Von for me to come back and von for my wife not to come back.” The same qualities were needed in the case of the traveller who, having dined well, had come to the ticket office and demanded “Ticket.” “What station?” inquired the clerk. “Wha’ stahsuns ‘ave you got?” came the reply!
Although the former dances have been very successful functions, it was the opinion of many present at the annual dance held at the Adelphi Cabaret on 3rd August, that it was the most successful yet held. There was a record attendance, and the spirit of socialibility animating the gathering made things very pleasant and cheerful, while the music and good supper were added attractions of the evening. The Rt. Hon. J. G. Coates (Minister of Railways) sent an apology for his absence [he being prevented by Parliamentary duties from being present]. Mrs. Coates likewise could not attend as she was out of town. Mr. H. H. Sterling (General Manager of Railways) conveyed the good wishes of Mr. and Mrs. Coates for the success of the dance. Mrs. Sterling was a chaperon. She wore deep rose georgette with coloured beaded embroideries. Her sister, Miss Nicholls, was in geranium georgette. The other chaperones were Mrs. Hunter, in black; Mrs. Wynne, in black, with bodice of jet sequins; Mrs. Lynde, in black; and Mrs. Spidy, wearing opal-tinted velvet embossed georgette, and a coat of brocaded lame.
Among those present were: Mr. and Mrs. F. C. Widdop (Mrs. Widdop wearing mauve beaded georgette); Mr. and Mrs. Furkert (blue over silver); McQueen (black sequinned frock; Mr. and Mrs. McNamara (black and gold); Mr. and Mrs. A Barnett (blue and silver); Mr. and Mrs. Davidson (green and silver lace); Mr. and Mrs. Brown; Mr. and Mrs. G. Wilson; Mr. and Mrs. Flanagan; Mr. and Mrs. Valentine (vieux rose georgette); Miss Jean Tolley (white georgette); Miss Tolley (in green); Mr. and Mrs. Rodie (pink sequinned georgette); Miss Clark (deep rose georgett); Mrs. and Mrs. Simmonds; Mr. and Mrs. Kissel; Mr. and Mrs. J. Collins; Miss Corrie Smith (blue velvet and georgette); Mr. and Mrs. Butcher (red georgette); Mr. and Mrs. Roussell; Miss I. Clark (pink taffetas); Mr. and Mrs. Tierney (black lace over pink); Mr. and Mrs. Dennehy (black with blue and silver sequins); Mrs. Simmons (pink taffeta); Mr. and Mrs. Welling (blue chenille); Miss Burbidge (pink marrette); Miss Clay (blue crepe-de-chine); Miss Clifford, Miss Collett (apricot chenille and georgette); Mr. and Mrs. Fay (silver tissue); Mr. and Mrs. Marris; Miss Smyth: Mr. and Mrs. G. G. Stewart (cyclamen with black velvet wrap); Miss Marjorie Stewart (mavis blue); Mr. and Mrs. Fergie (pink beaded georgette); Miss Whitcombe (blue and silver); Mr. and Mrs. Nash (beaded pink georgette); Miss Lee (blue panne velvet and marriette); Miss Buttimore; Miss Aitken (flame georgette). The Committee comprised Mr. H. J. Wynne (chairman), Mrs. Haslam, Misses McQueen, Aitken, Tolley and Clark, and Messrs. Lynde, Hunter, Guiness, Spidy, Roussell, Millington, Morris, Fergie, Mitchell, Robieson, Hawk, Murray, Shrimpton, Lett, Russell, Simmons, and G. T. Tierney (hon. secretary).
Small trays can readily be made at home from old picture frames. The frames selected should be plain and strongly made. A small piece of cretonne, having a suitable design, should then be cut and stretched tightly over the plywood backing, the edges being carefully neatened. A sheet of plate glass should be placed over this and the frame itself placed in position, and firmly fixed to the backing. Two small brass handles should be procured and screwed one on either side of the frame. These trays may be made most decorative by a judicious choice of pattern and frames, and can be used for a variety of purposes.
One firm cabbage, 3 tablespoons butter, 3 tablespoons flour, ½ teaspoon salt, 1 ½ cups milk, 1 cup bread crumbs.
Shred cabbage fine, cook seven minutes in boiling salted water, drain and arrange in a buttered casserole. Melt butter in top of double boiler, blend in flour and salt, add milk gradually, cook over boiling water until thickened, stirring constantly to prevent lumping. Pour over cabbage, sprinkle with crumbs, bake in a moderate oven until brown.
Mr. Kennedy Jones, one of the most powerful figures in the history of journalism, was a determined man. While he was staying on the Riviera an urgent message called him back to Fleet Street. Kennedy Jones wished to travel in comfort, but there were no sleepers to be had. However, he had made up his mind. He explained to the maitre of the Hotel de Paris, a gentleman of considerable influence, who assured Mr. Kennedy Jones that something should be arranged.
“‘K.J.’ arrived at the station confident of a princely reception,” writes Mr. Preston. “Judge then his fury and indignation when he found that the conductor of the train knew nothing about him, that all the berths were taken, and there was no hope of getting one. But still ‘K. J.,’ dominant, commanding, and insistent, was not defeated. He said dauntingly to the conductor: ‘Whose are those things in that berth there?’ pointing to a cabin The conductor explained that they were the things of M. Blank, a Frenchman. ‘K. J.’ slipped a couple of napoleons into the official's hand, and peremptorily ordered him to put the Frenchman's baggage outside in the corridor. The conductor threw up his hands in despair. He did not know what Monsieur would say when he found this outrage committed. But he clutched on to those two napoleons, and they clinched the matter. Shrugging, he departed, and ‘K. J.’ proceeded to take possession. To make doubly sure he undressed and got into bed at once.
“Just before the train started hell broke loose in the corridor. The dispossessed one had arrived. He screamed, tore his hair, and raised the devil. But the big brute of an Englishman was in bed, and the conductor, bought for two napoleons, protested that there must be a mistake, and all would doubtless be well if Monsieur would wait. Presently the noise died down.
“‘K. J.’ had a passable night. Next morning, after shaving and going to breakfast, he asked the conductor how the unlucky Frenchman had got on.
“‘I hope you looked after him as well as you could.’
“The conductor was all beams. ‘Ah, thank heavens, Monsieur, the Frenchman was all right, and slept beautifully.’
“‘How do you mean?’ asked ‘K. J.’ puzzled.
“‘Well,’ explained the conductor, ‘there was a saloon car put on at Marseilles, with a bath tres chic and accommodation of the most beautiful.’
“A strange suspicion dawned in ‘K. J.'s’ mind.
“‘Put on at Marseilles? Was there any name on it?’
“‘yes, it was for a Mistaire Jones Kennedy, but he did not come, so I put M.
Aekins, L., to Shipping Clerk (Inter-Island), Gr. 6, Wellington.
Beswick, W. S., to Accounts Clerk, Gr. 6, W.S.M.O., Newmarket.
Binsted, J., to 1st Asst. Loco. Engineer, Gr. 1, Auckland.
Chisholm, R. G., to Second Clerk, Gr. 6, L.F.O., Frankton Junction.
Collins, R. T., to Asst., Comprotroller of Stores, Spec. Gr. 3, Wellington.
Copley, E. A., to Senior Draftsman, Gr. 3, C.M.E.O., Wellington.
Curtin, J., to Relief Clerk, Gr. 6, Palmerston Nth.
Farr, H. R., to Record Clerk, Gr. 6, D.T.M.O., Christchurch.
Farrell, E., to Shift Clerk, Gr. 6, Woodville.
Franklin, H. W., to Officer-in-Charge Advertising Branch, Special Gr. 3, Wellington.
Garner, G. M., to Sub-Foreman Fitter, Gr. 6, Locomotive Running Shed, Auckland.
Gillies, R. P., to Inspecting Accountant (Expenditure and Subsidiary Services), Gr. 3, Wellington.
Hanrahan, E., to Sub-Foreman Fitter, Gr. 6, Locomotive Running Sheds, Christchurch.
Hogan, T., to Accounts Clerk Gr. 5, Chief Accountant's Office, Wellington.
Humphreys, W., to Sub-Foreman, Fitter, Gr. 6, Locomotive Running Shed, Wellington.
Kay, J. P., to Rating Clerk, Gr. 6, Auckland Goods.
List, A. E., to A.R.O., Gr. 6, Auckland.
Mackay, F. K., to Rates Officer, Gr. 3, Head Office, Wellington.
McEwan, J. M., to Sub-Foreman Fitter, Gr. 6 Locomotive Running Shed, Dunedin.
Penn, H. A., to District Traffic Manager, Special Gr. 1, Christchurch.
Radford, W. J., to Sub-Foreman Fitter, Gr. 6 Locomotive Running Shed, Frankton Junction.
Steffensen, A. G., to Technical Clerk, Gr. 3, C.M.E.O., Wellington.
Wison, G. R., to Draftsman (C. and W.), Gr. 5, C.M.E.O., Wellington.
Shunters to Guards:
Bate, L. F., to Guard, Maungaturoto.
Wilson, A.G.H., to Guard, Ohakune Junction.
Porters to Shunters:
George, F., to Te Kuiti.
McLean, G. A., to Timaru.
Cundy, S., to Train Examiner, Paeroa.
Whiting, T., to Iron Machinist, Spec. Gr., Petone.
Williams, F. W., to Signal Adjuster, Spec. Gr., Christchurch.
Martin, G., to Bridgeman, Works, Rangataua.
Surfacemen to Gangers, Gr. 2:
Mason, E., to Ward.
McGilp, J., to Huntly.
Schulz., F. A., to Seddonville.
Smith, C., to Chatto Creek.
Sutton, T., to Katikati.
Wilkins, J. T., to Matata.
Garrick, C. T., Clerk, Bluff.—Suggested improved method of issuing privilege tickets.
Greig, A. E., Clerk, Picton.—Suggestion re free storage of passengers’ luggage.
Hall, W. C. R., Guard, Picton.—Suggestion re free Storage of passengers’ luggage.
Hendron, F. P. M., Term Casual Fitter, Addington.—Suggested improved locking device on postal boxes in guards’ vans.
James, E. N., Train Examiner, Wanganui.—Suggested partitioning of end seat of carriages.
Meachen, J. B., Clerk, Woodville.—Suggestion re rent calculators.
Parrant, A. L., Casual Fitter, Petone.—Suggestion re drawgear between engine and tender.
Ramsbottom, T., Senior Clerk, Lambton.—Suggestion re catering for passenger traffic on Lake Wakatipu.
Roscoe, J. S., Clerk, L.E.O., Christchurch.—Suggestion re weighing and recording of coal used by engines.
Meachen, J. B., Clerk, Woodville.—Suggestion re week-end excursion Wellington to Arthur's Pass, Commended and awarded bonus of £3.
McIver, H. P., Stationmaster, Lawrence.—Suggestion re P6 Passenger return. Commended and awarded bonus of £10.
Shirreffs, W. C., Fitter, Invercargill.—Suggestion re improvement to locking device on centre partition of horse-boxes. Commended and awarded bonus of £2.