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The Audit Office, Wellington, N.Z., 7th June, 1928.
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.
Controller and Auditor-General.
Whatever be the future of electrification as applied to the railways of New Zealand, there can be no doubt in anyone's mind at the present day regarding the advisability and advantages of the electrified section of line just brought into operation between Christchurch and Lyttelton. Here electricity replaces steam through what was, for half a century, the longest, and at all times the grimiest of tunnels in this country.
The second instalment of anything rarely creates the same intensity of interest as the first, and so Lyttelton could not be expected to vie with Otira on the dramatic stage of Dominion railway history; but the fact (as pointed out by the Prime Minister) that Lyttelton was the first of our New Zealand lines on which electricity supplemented steam gave the function on the Port section of Canterbury's railways that touch of colour and romance that made the appeal of the occasion irresistible.
A notable feature was the way in which representative New Zealanders from all parts of the country rallied together in the City of the Plains to do honour to the event. Steamers and trains were crowded with visitors intent on being present at the opening ceremony. Particularly pleasing were the courtesies extended and honours done to the early settlers, whose valuable pioneering enterprise—upon which all subsequent development has been built—was, by special invitation and in other respects, amply acknowledged.
The glorious weather experienced during the day was an important factor in producing that holiday feeling which marked the proceedings throughout. But mingled with this feeling was a serious undercurrent that gave evidence of how fully the historic significance of the occasion was appreciated by all.
The speed of the opening run, halving as it did the usual time taken by steam traction, delighted the nine hundred people who travelled by the first Electric Express ever driven upon a New Zealand suburban railway, and the freedom from smoke in the 1 1/2 mile tunnel, proved a pleasant change for those accustomed to steam travel over this route.
Although Lyttelton has not, in the past, been a favourite residential area for Christ-church people, there seems little doubt that when the advantages in speed and cleanliness conferred by the electrification are more fully known, a drift to the well-protected bays and hillsides of the Lyttelton inlet will take place, and will considerably augment railway passenger traffic on the line. Should this take place, returns from the capital expenditure upon the electric installation may well exceed the engineering estimates, for in this
Once the full advantages of electrification for both goods and passenger traffic are felt it seems likely that the agitation, which has been proceeding for some time, in favour of a road vehicular tunnel will lose ground, the new and modern transport facilities provided by the Railway being ample for the most exacting requirements of port and city, as well as for that large volume of through inter - Island traffic that flows along this vital artery of trade and commerce.
The unpleasant impression created upon travellers from other parts by the long smoky tunnel at the entrance to this Island, being now removed, general railway traffic in the South Island should react favourably to the change.
All ranks in the Department have reason to be pleased that the drawbacks of Canterbury's troublesome tunnel have been banished, and to know that at the opening function the Department's arrangements, hospitality, and service, gained universally favourable comment.
Comparatively few New Zealanders have visited the National Park at Tongariro, and still fewer realise its extent and holiday possibilities. Besides the three great mountain tops, Ngaruahoe, Ruapehu and Tongariro, dedicated to the Nation by the Ngati-Tuwharetoa chief, Te Heuheu Tukino, the Park has been considerably enlarged from time to time by purchases of blocks until it now covers the huge area of 149,470 acres. These additions have been secured for the people by the foresight and enterprise of the Tongariro National Park Board.
But the Park has greater interests than that of mere extent. It has rivers and lakes of exceptional beauty, a delightful climate, a distinctive flora that makes it the delight of the botanist, ideal picnicking and camping localities, splendid fishing, thermal activity on a scale of awe-inspiring magnificence, some of the most beautiful walks in New Zealand, and areas of perpetual snow that lend constant opportunity for alpine sports and pastimes.
The enterprise of the Tongariro Tourist Company in proceeding with the provision of modern hotel facilities at a choice position in the park is sure to be rewarded by a large measure of patronage. In this the Railways will share, for the tourist approach to the Whakapapa Huts, where the large hostel, to be known as “The Chateau,” is in course of erection, is from National Park station to which the company is already running buses as required for the conveyance of guests.
Long regarded as an out-of-the-way, rough-and - ready camping ground, Whakapapa is already a place where modern comforts are abundantly available. A special building has been erected as a bath house, with shower and plunge baths and a plentiful supply of hot water.
From Lady de Chair (wife of Sir Dudley de Chair, Governor of New South Wales), to Mr. H. H. Sterling, General Manager, New Zealand Railways:—
I want to thank you all once more, on behalf of my husband and all of us, for the unfailing courtesy and generous hospitality you and your Department have shown us during our wonderful visit to the Dominion of New Zealand.
The courtesy with which we have been treated everywhere has made even the longest journeys a pleasure, and we all carry away most cordial memories of your beautiful Islands. Again many thanks from His Excellency and myself.—Yours very sincerely, Enid de Chair.
The event of the month has been the initiation of electric traction to replace steam on the Christchurch-Lyttelton run. In reference to the arrangement made to mark suitably this historic event, I desire to express my appreciation the very thorough manner in which all branches concerned worked together to ensure that complete efficiency might mark the occasion. Details were worked out by the officers concerned in a manner that evoked favourable comment from all quarters. To achieve this result the Locomotive, Stores, Refreshment, Commercial, Maintenance, Signalling and Electric, and Transportation Branches exhibited a high degree of capacity and resource. It is occasions such as these that really serve to show the public the adaptability of the Departmental organisation to new conditions.
The revenue figures to the 5th January (i.e., for ten completed Railway periods) show a total increase of £95,405 as compared with last year. For the last four-weekly period there has been an improvement in the deficit position of revenue in relation to expenditure of £57,000.
The position in regard to expenditure is that with so considerable an addition to the mileage of lines operated by the Railways during the current year, all built at high cost per mile, the increase in interest charges is so great as to account almost wholly for the increase in net deficiency as compared with last year. The principal items that prevented our substantially better position in regard to gross revenue being reflected in our net position were the heavy increase (amounting to £53000) in the maintenance of rolling stock, due to the abnormal conditions resulting from the partial changeover from the old workshops to the new, and the expense working both sets of shops; and another main cause of the increase in expenditure has been in the cost of subsidiary services, amounting to over £70,000.
An economy which we have been able to bring about through the co-ordination of Railway and bus services in the Wellington-Upper Hutt area has been the elimination of twelve daily and seven Sunday train services. This economy is estimated to save £5,000 per annum and is the chief advantage that has so far accrued to the Department from its road service enterprise.
Further improvements have been attained in transport operating efficiency, an increase in the net ton miles handled per train hour being achieved both in goods and mixed trains, together with an increase of train speeds in relation to both types of trains. The average punctuality of passenger trains was also improved, as was their average speed. Considerable work still remains to be done in this field, and we are having further research made with a view to improving these operating figures. It is pleasing also to record that the cost of operating per 1,000 gross ton miles for the year to date shows a decrease of 3.29d.
General Manager.
February 14th, 1929 was a red letter day in New Zealand Railway history, for it marked the successful inception of this country's first electric suburban railway.
Intense interest was taken in the ceremony, large crowds gathering from all over the province and representative men from every part of New Zealand to take part in the celebration.
The arrangements made by the Department were exceptionally complete and the run from Christchurch to Lyttelton, with electric locomotive E.12, and a party of 900 guests, was made in the record time of 10 1/2 minutes, and delighted everyone.
Amongst the distinguished visitors were the Rt. Hon. Sir Joseph Ward (Prime Minister), and the Rt. Hon. J. G. Coates (ex-Prime Minister).
The Minister of Railways (Hon. W. B. Taverner), was supported by the General Manager of Railways (Mr. H. H. Sterling), in the opening ceremony. Great enthusiasm was shown by all when the powerful, rumbling monster E.12 backed onto the 18-car train, and hearty cheers broke out as Mrs. Taverner gracefully cut the tape that liberated the “all red” train for its first journey to the Port.
At Lyttelton, where bright sunshine on the sparkling waters of the Inlet and a pleasant breeze added to the content of the visitors, the most complete arrangements had been made for their entertainment by the Department.
Speaking over the air to listeners-in, Mr. Sterling said that he was very glad to be able to record that the first electric train did its journey from Christchurch to Lyttelton in the record time of ten and a half minutes. The journey was done with the utmost smoothness, and to the speaker's satisfaction. He was looking forward to the future with the greatest confidence, and he felt that the performance that afternoon was just the commencement of the use of electrical resources for railway transport. It was certainly a revolution in transport that must have a great significance for a country so well endowed with latent resources for the development of electricity.
Following afternoon tea a very complete toast list was gone through before the return-trip was made.
The Official Souvenir of the occasion contains the following message from the Minister of Railways:—
“When the courage of Canterbury's sturdy pioneers and their confidence in the rich resources of their province made a conquering drive through the rampart of the Port hills, they had no vision of a day when hydro-electric power from Lake Coleridge would play the part of magician for the tunnel trains.
“This historic day, marking a new stage in the development of a very progressive province, has an importance which reaches far beyond the district, for the Christchurch-Port electrified line is part of the main inter-island ferry service. This comfortable, smokeless, speedy railway has also another aspect to interest many thousands of people in other parts of the Dominion. It is New Zealand's first electrified suburban railway, and the results of the running will be naturally awaited eagerly by people who hope to benefit by similar installations elsewhere. I am confident that those results will not disappoint expectations.
“Although installed primarily on aesthetic grounds, the economic effects of this electrification will be carefully watched, and should prove a useful guide to the Government in deciding the question of electrification in other areas.
“As the Minister of Railways, I am pleased to be associated with Canterbury in the inauguration of the change from steam to electric traction on the Christchurch-Lyttelton line, and I congratulate the officers of the Railways and Public Works Departments who have carried out the work efficiently at a cost substantially below the estimate.
“Finally, I see in the opening ceremony an excellent object-lesson in vindication of the great hydro-electric policy which is making New Zealand one of the world's leading countries in the provision of cheap electric power. The Lake Coleridge station, which supplies the current for this line, was the first big feat of the kind in New Zealand. That programme has gone steadily ahead during recent years, and will continue until the national ideal of the best power at the lowest price has been achieved.”
Minister of Railways.
The first railway of Canterbury and New Zealand was built on the broad-gauge basis of 5ft. 3in. The change to the present standard gauge of 3ft. 6in., when the railways were taken over by the General Government, was effected in one week-end. The original selection of the broad gauge, which required a corresponding width of tunnel, has proved fortunate for modern traffic, as this additional space has permitted some remarkable hauls of bulky manufactures through this important arterial tunnel.
As the years went on, and the volume of passenger and freight traffic increased, Canterbury's people began to feel handicapped by the limitations
Tenders for the supply of six electric locomotives and materials for the overhead equipment were invited in England, Europe, and America, and eventually the quotation of the English Electric Company was accepted. The installation of the overhead equipment was carried out by the Signal and Electrical Branch of New Zealand Railways, under the direction of Mr. H. J. Wynne (Engineer of this branch), and his assistant, Mr. G. W. Wyles. This work has been completed satisfactorily, at a cost substantially below the estimate. The contracts for the erection of the substation at Woolston were made by the Public Works Department, and this work was done under the supervision of the Hydro-electric Branch.
Each of the six electric locomotives has a length of 38ft. and a weight of 50 tons, with a total horsepower of nearly 1,200 (from four motors). The engines, of modern design, have at each end a driver's cab in which are the master controller, brake and auxiliary controls, and pantograph raising cocks. The driver's seat is in the middle of the cab, the rear-view mirrors on each door give him a clear view down each side of the train to take shunting or guards’ signals. The master controller is similar to that usually found on tramcars, except that it is on a smaller scale, and the controller-handle itself is fitted with a “dead-man's handle.” If the driver becomes incapacitated, the consequent removal of his hand from the handle automatically cuts off the main power and applies the air-brake.
One immediate effect of the clean and comfortable electrification is a reduction of four minutes in the run between Lyttelton and Christchurch. The banishing of smoke and sulphur fumes will be a boon, of course, to train-operating staffs and linemen as well as to passengers.
Since man took to wearing a calculating machine under his hat and proclaimed himself the king of beasts, he has found it increasingly difficult to live up to his lofty estimation of himself. In fact, without the extra cuticle of importance which he has assumed for public occasions, he is still quite an ordinary human animal without personality, pep, polish, push, savoir faire, sang froid, esprit de corps, or any of the other nine hundred and ninety-nine psychological appendages which serve the needs of frenzied civilisation.
It has been asserted somewhere by someone that Death is the king of social levellers. I venture to suggest, however, that the railway carriage (second class preferred), for reducing the human ego to a common denomination, can give the old reaper a furlong and beat him by a bogey; for however elevated or depressed might be our social status in the great world outside the railway station, the moment we buy that piece of coloured cardboard with the curious little marks on it, at the ticket grill, we join the great fraternity of train-travellers; we are divested of social rank, we shed the robe of pomp and circumstance, and become a unit in the pure democracy of the railway carriage. Our slogan is “seats for all and all for seats,” and our badge of membership is the three-cornered ham sandwich of the railway refreshment room. Our common bond is the knowledge that (pro tem or perchance) we are sacred charges of the State without responsibilities, obligations, or personalities of our own.
We are as little children. The guard clips our ticket with an air of fatherly indulgence, and assures us patiently, both jointly and severally, that the train Does stop at Murphy's Siding. If he does not sing us a lullaby and warn us against hanging by our feet from the luggage racks or poking our heads down the cuspidors, his reason for the omission probably is that he requires all his concentration to find enough cardboard in which to punch another hole in our ticket.
Thus, in the railway carriage human nature reclines, if not actually in the raw, then considerably underdone. In this condition it intrigues the attention in the same manner as does the inside of a brown-paper parcel, and we see others as, deep down in our secret consciousness, we see ourselves.
We see the haggard man with the plump but liver-coloured wife who sinks weakly into a seat and moans for an aspro, while her marriage-burdened partner engages in a bout of catch-as-catch-can with a tin trunk, a box of eggs, two potted aspidistras, and a brown-paper parcel. We recognise the gentleman with the plum-coloured frontage and the fruity breath who wheezes and clucks like a broody “Rhode-Island-Red” at the grave and scornful baby in the next seat. The youth from the hinterlands of the fern-country sits opposite, chewing the same bulls-eyes that he has chewed since railways came into being. His headgear may have grown a trifle smaller, and his head a thought larger, but he retains his air of god-like isolation. He cares nought for public opinion, and breathes robustly through his adenoids with a noise like the lapping of waves on a shingly beach. The pampered
Mother and clad are there—work-worn and quiet—feeling like Ishmaels in this strange atmosphere of ease, where everyone just sits and stares at everyone else. They exchange glances now and then—that is all. In their eyes is the dim look of people who live within themselves. They are getting on in years. Dad's joints are getting stiff and mother has an air of worn competence. They are going back to the farm and seem mildly glad of it. The newly-espoused pair from Rata Peak are still asleep with their heads on each other's shoulder, the fruity gentleman is still giving his celebrated impersonation of a clucky hen, the sophisticated baby continues to wither him with a chilly eye, the guard is again making little reassuring noises at his charges, and the haggard man has escaped to the platform for a lungful of soothing nicotine. All is peace, for we are but simple humanity on bogeys. For the present we are removed from the world, but when we alight we will be again aristocrats and artisans, C.T.'s and O.B.E.'s, bakers and bankers, husbands and husbandmen, saints and sinners—but why worry; we have had a glimpse of A ready.
A hostelry is not a retreat for “hosses” any more than a boarding house is a timber mill, but there are occasions when the harassed wayfarer is forced to the conclusion that his traveller's guide has deceived him. When, just as he is about to slip off into slumber, number 13 next door engages in a death-grapple with a python; when the hot-water cistern boils over on the roof above his head, and the last homing boarder climbs the fire escape with a sack of empty tins on his back (seemingly); when mutiny breaks out among the “lizzies” in the garage next door; when the bathroom is so close and the partitions so thin that he can hear the soap bubbles burst as No. 17a goes in off the deep end at the zero hour. When a clicking-beetle plies his trade in the wall and the dog in the yard recollects a bereavement and makes no secret of it. When some person or persons unknown emit nasal reverberations
Taranaki is famous for two reasons; the first is Mount Egmont and the second is Mount Egmont.
To visit New Zealand's land of milk and money without making a close inspection of Egmont is akin to taking a bath without water. In these days of vacuum cleaners, perhaps the analogy is not complete, but it will serve. I have met only one man who did not admire Egmont, but he was an ice-cream manufacturer in private life, whom the doctor had ordered to Taranaki to forget his business.
The sightseer can run up Egmont (or partly so) but no visitor has ever had the courage to run it down—before he has got safely out of Taranaki.
Mount Egmont is a breath-taking spectacle. So much so in fact that the collector of mountain dues has adopted a method of taking something from the visitor besides his breath. There is a gate near the base of the mountain. It is an innocent looking gate. There is nothing ominous or sinister or foreboding about it. But that is where the catch lies. The moment the visitor touches the gate his action sets in motion some concealed mechanism and out bounds an official from a little house cunningly concealed in the shrubbery, and relieves him of a shilling.
Any reasonable person will admit that it takes a lot of money to support a great big thing like a mountain. It is not the sort of thing a man could take up as a hobby—he couldn't run it on his salary. But it seems a tactical error to collect a shilling from the vistor before he has even set foot on the mountain. There must be people to whom even a mountain is dear at a shilling. A superior plan would be to let the sightseer in without a fee and charge him to get Out. There must be hundreds of visitors who would prefer to pay a shilling rather than spend the rest of their lives on a mountain top. Eg-mont broods over Taranaki like a huge and melancholy blanc-mange. Wherever the visitor looks he sees Egmont. The only way not to see Egmont is to wear blinkers. Egmont has been described as a phenomenon, a monstrous whim of Nature, and a gigantic protuberance, but the best description came from a gentleman from the States who exclaimed: “My! I'll say that Eg-maant's sure the world's best boil.”
The sightseer climbs up to the hostel through bush which looks dark and primeval. It would hardly surprise him if a naked tatooed Maori were to peer out at him with rolling fearful eyes as the motor groans past in second gear. But he is more likely to meet on the road (as did we), a surveyor, a handful of roadmen, a steam-roller and a tar-boiler. Even romance is tar-sealed in these days of progress. But in spite of man, Egmont broods, a grim and hoary monument to the past. What scenes the dark old mountain must have witnessed, what secrets must be locked in her rocky breast. She is a siren; she fascinates, she beckons, and she is capable of destroying.
The sightseer is a person with a curiosity complex and a sufficient cash reflex. The seat-sigher is plus the curiosity but minus the cash. He sits and sights while the sightseer sees the sights.
The chronic sightseer is known unscientifically as a homoglobin or globe-trotting homo. He is readily recognised by certain physical peculiarities. His eyes are often globular and are filled with wonder, like a pair of motor lamps. His neck is frequently like that of a swan who is wearing his face back to front. In extreme cases his nose points in an opposite direction to his toes, as if he is reluctant to leave the sights he has paid for, but is anxious to get on to fresh fields of exploration.
The sightseeing bus is the sightseer's natural habitat. Here he is in his native element. His eyes goggle glassily, he twists his neck this way and that with invertebrate dexterity. With ease he looks under his arm, through the hole in the roof, and recklessly winds himself round the back of his seat in his anxiety not to miss what he has paid good money to see. The bus halts, and the driver indicates an indistinct something which might be a church or a discarded cheese. “This,” he announces, “Is the house that Jack built.” A murmur runs down the line, and there is a grinding of vertebrae as the sightseers twist their necks round the compass. The nearest sightseer says, “Oh, yes—the house that Jack built.” His neighbour tosses the information back until everyone is sighing, “Oh, yes—That'S the house that Jack built”—all except an old gentleman on the back seat who places his hand to his ear and pipes, “Yes, and a very nice mountain it is, too.” He is promptly tossed out, and the bus moves on to the next exclamation mark.
Ah me, travel is a great thing, as Scotty remarked as he boarded the car for Oriental Bay. The sights one sees! Why, it is worth a train fare to see the tea-jugglers at the railway refreshment rooms doing their celebrated catch-and-carry act with a dexterity that is uncanny.
The completion of the new workshops at Otahuhu, and the transfer of the staff from Newmarket to the new buildings marked the close of the long and eventful history of New-market. The vacation of the old workshops was made the occasion of a commemorative function in which over 300 members of the staff participated.
The gathering was presided over by Mr. Jacob Elliott, Executive Councillor of the Amalgamated Society of Railway Servants, with whom was associated Mr. E. Casey, Divisional Superintendent of the North Island—Mr. Casey representing the General Manager of Railways, Mr. H. H. Sterling, who was unavoidably absent.
In his opening speech, Mr. Elliott said that the men felt there should be some suitable function held to commemorate the vacation of the old shops wherein so many of those present had worked from boyhood to comparatively old age. Some had distinguished themselves in the service of the Department, and to-day were either managers or foremen, whilst many had retired on superannuation. ‘Some, too, unfortunately, had passed to the Great Beyond.
The members had made lasting friendships, and this meeting would give each an opportunity of wishing the other well for the future. Taking the officials at Newmarket individually and collectively it could be said confidently that they are to-day, as they have been in the past, as capable and energetic a set of mechanical administrators as was to be found in any part of the world.
The output from the workshops at Newmarket had proved conclusively that that was no idle boast. He felt sure, however, the officials, who were to follow with their speeches, would frankly admit that a large measure of the success achieved could be attributed to the splendid co-operation of an efficient and competent staff in the Second and First Divisions. As one of the leaders of the Amalgamated Society of Railway Servants, Mr. Elliott sincerely hoped that the same amicable relationship which had existed between the officers of the Department and the men at Newmarket, would continue at Otahuhu. Given that essential co-operation, the future of the new workshops at Otahuhu was assured.
Mr. E. Casey, who was then introduced by Mr. Elliott, received a splendid reception on rising to speak. He said that he was sensible of the honour of addressing such a large gathering of the men at Newmarket. He thanked all present for their loyalty and great work for the Department during their long careers, and stressed the necessity for continued co-operation between the management and the staff. He hoped that the same spirit of service which had characterised Newmarket would not be lacking at Otahuhu.
Starting as a lad in the service, Mr. Casey said that he had seen a good deal of the practical side of railway work, and, as Mr. Elliott had stated, although he, the speaker, was not a shops’ man, he had always lent a sympathetic ear to reasonable representations when made to him. Mr. Casey concluded a fine address by apologising for the absence of Mr. Sterling, and, on behalf of the latter, he extended hearty good wishes for the future prosperity of the men and of the service when the new shops were in full swing at Otahuhu.
The speech was received with loud applause.
Mr. Worthington, production clerk, said that the work accomplished at Newmarket, had compared favourably with that of Petone, Addington or Hillside, and, from a point of view of costs, the Newmarket production was the most efficient in New Zealand. He apologised for the absence of Mr. Samson (Workshops Manager), who was called away urgently on Departmental business.
Three rousing cheers for the officials, the staff, and the General Manager, concluded the most notable and historic function ever held in the Newmarket workshops.
The practical value of the experiments being conducted by the railway authorities overseas in the utilisation of selenium in train signalling, is dealt with by our special London Correspondent in his present contribution. Other matters of topical railway interest discussed are the great passenger transport feats of the Paris Metropolitan Railway, the electrification of the Capetown suburban lines, and the problem of rail and road transport in Britain.
Inventions by the thousand have been patented in recent years aiming at the simplification and betterment of train signalling systems. A few of these patents have been found of real utility: an immense number have been tested and proved impracticable under modern service conditions. After almost every mishap on the line there arise wiseacres innumerable to point out alleged defects in present-day railway signalling methods; but it is nevertheless a fact that, all things considered, there could hardly be devised safer and more reliable systems of train movement than those favoured by the leading railways of the five continents. Now and again some inventive genius comes forward with really good ideas for the improvement of signalling equipment, and a genuinely sound idea of this type is quickly snapped up and brought into service.
A most promising avenue of research at present being explored concerns the employment in signalling of the metal selenium, which is peculiarly susceptible to the effects of rays of red light. Following the discovery that the projection of red light rays on to the metal enabled the transmission of an electric current corresponding to the intensity of the rays, a series of elaborate experiments associated with the utilisation of selenium in train signalling, were commenced, some three years ago, by the German railways. Having carried out these experiments, the German authorities have fitted up a section of track in the Munich area with special signalling apparatus, employing concave mirrors on the signals and spot lights and sele-nide cells on the locomotives, by which the rays of light are converted into electric oscillations regulating the locomotive brakes according to the signal indication. A test of the apparatus, as fitted to a miniature railway system, has also recently been made at Home by the London & North Eastern Railway, but, for the time being, the whole device is in the experimental stage. That much will be heard in the near future regarding developments of the type indicated, appears certain. Meantime, it is worth noting that the London & North Eastern Railway are at present experimenting with selenium cells in another direction, namely their use for the automatic lighting and extinction of passenger carriage lamps on entering and emerging from
The Paris Metropolitan Railway, like its London namesake, is the most popular transportation agency in the city it serves. In a single year the French “Metro.” conveys as many as 792 million passengers, and, in one day, it has actually handled 2,366,000 travellers. This compares with the 310 million passengers handled annually by the London Underground, and the 229 million figure of the Berlin underground lines. The Paris Metropolitan Railway is at present a comparatively small system hedged in within the city walls. To meet the needs of growing business, an additional twenty-five miles of underground track within the city walls are now being constructed, while later it is intended to extend the tracks into the outlying suburbs and residential areas beyond the city proper. The total length of the “Metro.” is 95 kilometres. Some 174 stations are scattered throughout the system, thirty-seven of these being exchange points. During the peak hours no fewer than 279 trains'run simultaneously, with an interval of only 1 3/4 minutes between trains. Included in the improvement works now in hand is the provision of a good deal of new equipment such as lifts and escalators, or moving stairways, for the convenience of travellers. In carrying, by far, the densest traffic of any European railway system, the Paris Metropolitan Railway stands out as one of the most important of transportation undertakings.
The electrification of the Christchurch-Lyttel-ton line of the New Zealand Government Railways synchronises with another interesting electrification work recently completed elsewhere within the British Empire—the conversion to electric traction of the Capetown suburban lines of the South African Railways. The tracks involved are those between Capetown and Simonstown (23 miles), and Capetown and Sea Point (3 1/2 miles). These tracks carry an exceptionally heavy passenger business, and
The multiple unit method of operation, with trains composed of motor and trailer cars, has been adopted on the Capetown electrified tracks. Under the arrangement followed, a number of motor cars may be operated simultaneously from one master controller by connecting the control equipment in parallel through a train line with jumper cables between the cars. The motor cars are 60 ft. 8 in., long, and give a seating capacity of 670 for an eight-car train. This compares with the 625 passengers accommodated in the steam trains previously utilised. A saving of 14 minutes has been effected in the throughout run from Capetown to Simonstown (23 miles), while on the Capetown-Sea Point section the 31/2 miles run is covered in 13 minutes with seven intermediate stops, and in ten minutes with three stops. Eighteen train sets operate in this service, making 211 single trips daily.
Heavier and more powerful steam locomotives continue to be turned out for main-line service all over the world. The electric locomotive has a wonderful future before it, but for the steam-driven “Iron Horse” there still lies much useful work ahead. At Home, locomotives with a tractive effort of 64,350 lbs. at 75 per cent, of the boiler pressure are being employed with success, while, on one of the South American railways, good results are being obtained with a similar type of locomotive with tractive effort of 69,150 lbs. To crown all, locomotives of 71,660 lbs. tractive effort are now being built in Britain for service overseas. The Home railways have for long favoured the custom of building the majority of their locomotives in their own shops. The Swindon, Eastleigh, Crewe and Doncaster engine shops are famous the world over, and it is an especially happy part of the activities of these establishments to give care to the training of locomotive engineers destined to take up important appointments on railways all over the globe. At times much criticism has been levelled at the custom of the Home lines to build their own locomotives, but bearing in mind the fact that were all new locomotives to be purchased from outside, much of the expensive machinery employed in the shops would still have to be provided for the repairing branch, the arrangement, on the whole, has proved a wise one.
Electrification of city and suburban routes appears a sure means of combating the competition of the road carrier in and around the larger centres of population. Outside the city traffic zones the most useful move that can at present be made by the railways would seem to be the putting into service of extensive road transport fleets of their own for both passenger and freight movement. The steps which should be taken by the railway to meet road competition are the subject of constant review at Home, and in this connection interest is attached to a paper recently read before an audience of railwaymen by Mr. P. A. Harverson, Assistant Passenger Manager of the L. & N. E. Railway.
Pointing out that in the last ten years four hundred road transport undertakings in Britain had grown to 3,000, and the number of motor omnibuses in service from 4,000 to 23,000, Mr. Harverson emphasised the need for the railways themselves embarking upon road motor services. In the North Eastern Area of the L. & N. E. Railway a record had been kept of bus mileages each week on January 1st and July 1st each year since 1925. This mileage is now 120 per cent. greater than it was two and a half years ago. Taking the receipts as one shilling per mile and the average fare as threepence-halfpenny, an estimate was obtained of no less than 250 million passenger journeys. This represented nearly seven times as many as the passenger journeys originating in the same district on the railway. It would be impossible for railways to capture a traffic of these dimensions, but they must not try to strangle it. They should go out for a share of it, and by the application of road methods, and not railway methods, to their bus problems, earn from seven to ten per cent. on their capital, in the same way as was done by private motor bus companies.
In summing up, Mr. Harverson expressed the view that railways should make a bold use of road transport. Under the scheme of co-ordination visualised, the bus station would be the railway station, better provision would be made for luggage, and the buses would do all that they did to-day in passing through the busy centres of the town before journeying out to the suburbs and country districts. As time went on railways would probably find it expedient to close many of their wayside stations, except for full wagon loads of goods. As ordinary fares would be at the same rate, the rail and road services would be interchangeable where a choice was available. The buses would carry the short-distance passenger moving from, say, ten to twenty miles, and the railways would cater for longer journeys.
In a copiously illustrated souvenir number of the “Auckland Chamber of Commerce Journal” the president (Mr. H. T. Merritt) contributes the following forward:—
Many travellers on the Commerce Train expressed a wish that a suitable record of the tour should be compiled, and in making this issue of the “Journal” a “Souvenir Copy” I trust the result will meet with the general approbation of the members. To those who unfortunately were unable to go, the publication should prove stimulating, while to the fortunate ones who made the tour it should recall many pleasant experiences. An effort has been made to convey to the general public a few of the impressions gathered by the way, and to place on record an appreciation of the many kindly acts of simple courtesy, generosity and hospitality which were met with at every turn. These can never be forgotten. There was no exception anywhere, and when other memories fade or grow dim, the spontaneous welcome everywhere accorded will be recalled with fond remembrance. It must now be realised what a fine privilege was enjoyed by the members of the first “Commerce Train” to be run in New Zealand. The trip was full of many wonderful experiences, and perhaps the most amazing of all lay in the fact that with eighty men taken haphazard from sundry pursuits, journeying for nine days in a train under most intimate conditions, the whole journey was accomplished without friction, or any sense of discomfort. On the contrary, a spirit of comradeship amongst all the passengers was engendered which will be long remembered.
A sense of kinship was also established with our country brethren, which was not the least pleasant feature of the tour and, in viewing the result of their labours in verdant lands being rescued from the wilderness, it was felt words were an inadequate tribute to the fine spirit and courage manifested in all their labours.
Other Commerce Trains will be run, and the same ground covered by other tours, but none could be more enjoyable or memorable than the one of which this souvenir is a reminder. To the citizens of Auckland, in the hope that it will arouse a more intense interest in the great undeveloped wealth of the province; to the people on the land as a tribute to their wonderful fortitude, as well as for the evident success they have achieved; to the good folk who, in their quiet but kindly way, gave the visitors of their best; to those members of the Government Departments and the members and staff of the Auckland Chamber of Commerce who laboured so well to make the tour a success; to the Railway staff on the train who gave such a fine example of service willingly rendered; and last, but not least, to awaken at some distant future in the minds of the travellers themselves, recollections of a journey full of pleasant memories, and not a single unpleasant one, this souvenir is dedicated.
According to Mr. R. Firth, New Zealand Government Tourist Publicity Agent in Melbourne, the Dominion, in regard to tourist traffic from the Commonwealth, is, at the present time, more than holding its own.
In a recent interview with a representative of the “Southland Daily News” Mr. Firth gave much interesting information relative to the working of his Department, and the favourable results that had attended their efforts to further popularise the Dominion.
He had taken the opportunity, whilst acting in the capacity of special tourist officer on board the “Manuka,” of extending the Department's service to travellers, with a view to facilitating their arrangements in New Zealand at the present particularly busy time.
Enquiries had been received on all sides, and arrangements for reservations of hotel accommodation and also for motor and rail transport had been made by wireless. In this respect, added Mr. Firth, the splendid arrangements made by the Railway Department in Invercar-gill, by the provision of a special train from Bluff to connect with the early express trains for the north, and also, extra accommodation on these, had drawn forth expressions of deep satisfaction and gratitude from the record number of passengers who had disembarked. Undoubtedly, the arrangements made, particularly at the present peak period, would prove a splendid advertisement of the efficient handling of tourists in Southland.
“You will recollect,” he went on to say, “that this time the “Manuka” made a trip to Milford Sound. Conditions were ideal for viewing the most majestic of all the southern fiords. The mountain peaks appealed irresistibly to the Australians on board, and this deviation will certainly tend greatly to popularise the southern route.”
“I have no fault to find with the New Zealand railway services. They run smoothly, have comfortable seating accommodation, and are very clean. The restaurants attached to the railway stations are also very clean, and the food served is good and wholesome.“—Dr. W. Mayo.
With a view to widening the knowledge of school children in regard to the railways and the vital part they play in the country's national life, an essay competition on the subject “The Value to the Community of the New Zealand Government Railways” was arranged in October last by the Railways Publicity Branch (in collaboration with the Education Department) among pupils of all primary, secondary, and technical schools in the Dominion. The competition created considerable interest throughout the schools which, for the purpose, were grouped as follows:—A (sole charge country schools), B (country schools with roll not exceeding 100 pupils), C (primary schools with roll exceeding 100 pupils), and D (secondary and technical schools). The preliminary examination of the essays was undertaken by members of the Teachers’ Institute, whose task it was to choose the five best essays in each group for submission to a committee of judges, consisting of Messrs. W. W. Bird (Education Department), T. Irvine (Teachers’ Institute), and L. S. Fanning (Railway Department). After acknowledging the valuable assistance of the Executive of the N.Z. Educational Institute, the judges make the following comments upon the essays:—“Only a limited number of the competitors showed an appreciation of the importance of the Railway system as a whole, the others showing regard rather for detail than ability to place things in their right perspective. While we were pleased to note, in several cases, the records of original observations and application to local conditions, we think that many of the essays showed lack of independent thought. In others, particularly in the highest division, the attempt at fine writing was too apparent, and the candidates failed to enunciate the main points in an arresting manner and without a long and tedious preamble.”
Where Nature gave to our country a crude pathway, man has constructed a railroad.
Over the flat-topped hills down to the valleys by the rushing streams, through great cliff sides down to hazy towns, the iron tracks lead. They stand a monument to New Zealand, and are immortal to the memory of those men who fought with that great courage that smiles and hides the despair within, in order that the transport and commerce of the future might be ensured. And we have read from time to time how here men gave their lives while tunnelling a way through the earth—or how here men died of fever while bridging a ravine. Yet, to-day, if we take a railway map we may note how thick upon it is the web of lines going in every direction. The work of the engineers stands firm and true over the years. For three thousand one hundred and eighty-odd miles stretch the lines—for which these men have shed their life's blood… .
Yet you and I, who travel so often by railroad, and who take so much for granted, never render thanks to our railways nor realise their great value in everyday life.
The necessity for efficient, safe and economical transport increases in proportion to the growth of the country. In the beginning the early settlers were faced with the primary consideration of their own immediate needs—clothing, shelter and food for themselves and their families. However, as the years passed and towns sprang up, the people turned their minds to commerce in its true sense—the interchange of commodities. The city man manufactured, while the man on the land produced, and a want of each other's wares was felt. Also, the opportunity of trading with other lands arose, if the products could be conveyed to the ports. The New Zealand Railways were proved in the past and will continue to prove in the future a highly efficient means of interchange and conveyance of goods.
Since its institution the Railways Department has remained true to its slogan—“Safety—Economy—Comfort.” It is ever ready to meet the occasion, no matter how exacting the demands.
Farmer and manufacturer, both large and small, appreciate the superiority of transport by rail. The
To passengers the New Zealand Railways offer the maximum of comfort at the minimum of expenditure. There is a glamour in travelling by rail—the hurried farewells on the smoky platform—through the carriage window glimpses of the city disappearing into the haze of the distance—above the last tapering streaks of the sunset the evening star gleaming—and then the soft velvet of a starry night—while there is always present the exhilaration of the smooth speed of the great train as it flashes past fields of crops and slows to some sleepy, dimly-lit wayside station. The railroad holds a magic spell, and whosoever travels by rail must fall victim to it.
Indeed, those who have not travelled by rail know not what they have missed, for the smooth comfort and quiet efficiency of the railroad brightens the most tedious journey.
“All work and no play makes Jack a dull boy,” as the old saying goes, and it is certainly true that everyone needs a holiday. At the same time it is also true that time means money to business people, and in these difficult times it is almost impossible for them to take a holiday. The Railway Department has solved this problem, and are now running week-end excursions at specially reduced fares.
These trips comprise visits to all places of interest and beauty in New Zealand, and their educational value is unlimited. It is surprising how many people live and die in a country without knowing anything of its nature. The Railway Department is helping the people to appreciate the beauty of the country in which they live, and at the same time enjoy a much-needed “playtime.”
It is generally known that the New Zealand Railways have carried during the last two years 52 million people without one fatality.
To make this possible the signals must be kept in
In the roaring noise of the Railway Workshops rivets are hammered into great boilers and the locomotives assembled. Only the best of everything is used in these iron steeds, and by this means is safety ensured.
At the railway office new timetables are prepared to meet the changing demands of the different classes of the public, and at the stations these timetables are carried out.
Altogether there are over eighteen thousand five hundred people employed in the operation of the services.
These are the links unseen which go to make up our efficient system of national transport.
The New Zealand Railways are a Government Department, and therefore all profits go towards the improvement and progress of our country. Thus by travelling and transporting entirely through the railways we are helping ourselves.
To-day the Department is working under the universal handicap of financial stress, and as a result it has been necessary to minimise the constructional work of the railways. Certain lines lie unfinished waiting for better times. With a little capital these lines might be turned into healthy profit-producing channels. There is one source from which this capital can be obtained; the whole-hearted patronage of the New Zealand Railways by the people.
The railroads running the length and breadth of our country form the backbone to our industries. The Department, by courageous enterprise and sturdy industry has built a national transport system which rivals any other in the world. The nationalisation of our railways has rendered them a source of wealth to the country. By cherishing the transport in all its forms we may continue to keep it economical and efficient and to provide a still better material framework for the industries of the future generations.
The days of the overland coach are gone, and with their passing closes a picturesque chapter in the brief history of our country. Gone, perhaps forever, is the re-echo of the hoof-beats of stage-coach horses as they plunge along through the narrow mountain-pass; and gone, too, is the merry chatter of travellers, and the shout of the coachman as he deftly flicks his horses; while, above, the melodious songsters of Maoriland stop their song to gaze inquisitively at the swaying vehicle clattering by.
Those days of romance are gone, but with their departure begins a new era, an epoch of progress and advance in civilisation, made possible only by the inauguration of our railways. The discomforts and thrills of the stage-coach have given way to a more sedate, a more dignified, and a thousand times safer mode of transport, viz., that of rail. In less than five decades shining steel tracks have crept over the countryside, through trackless bush, and precipitous gorge, over swirling torrents, and out across broad, smiling fields clothed in the verdant cloak of cultivation. The rocky fastnesses, the forest haunts of the kiwi and tui, now reverberate to the shrill screech of the roaring engine as it careers onward into the night. And now in the space of a few brief years 3,180 miles of railroad traverse the length and breadth of our land, constituting one of the most up-to-date organisations of its kind in the world.
Like the caravan of old, New Zealand Railways are the life of commerce and travel, and the augurs of prosperity. Their value is inestimable, their possibilities boundless, and they form the main link in the chain of civilisation encircling this gem of the Pacific. Through them the backblocks of Ao-te-Aroa are brought into touch with well established towns, and as a result the drudgery of country life is alleviated. Conveniences, once thought luxuries, are now brought to every habitable part of both islands. Farming requisites are always available, and special trains are run to convey the products of the land, during busy periods. Every facility is given, also, to the sawmilling and mining industries, and last year 57,321 tons of timber were conveyed to markets and exporting centres.
Thus the lot of the settlers is made more attractive; and since the education of their little ones is generally a major consideration to intending settlers, we must not overlook the service rendered by our railways in conveying children safely to and from school without any expense to parents. The young people from these secluded spots are given the opportunity of secondary education where, formerly, the little log school was the limit of knowledge, wherein they but tasted of the “Pierian Spring.” Wherever communities spring up, there the railroad inevitably follows, and localities once desolate and barren have become jewels in the luxuriant settings of cultivation. Accordingly land values increase, and productions are multiplied a hundredfold. Without such an organised system how could 500,000 cattle and 9 1/2 million sheep and pigs be transferred from one locality to another. The days of droving, with its attendant uncertainty
Again, organisation coupled with the highest degree of efficiency has been responsible for the outstanding record of carrying 52,000,000 persons during the last two years without a single fatality. With “Safety, Economy, Comfort,” as their standards, our railroads must attract the travelling public, and those visitors who come to see our “wonderland,” so richly endowed with Nature's rarest gifts. The blood-red rata gleaming in its emerald crown; the gentle perfumed zephyrs of the forest; the thunder and clamour of the roaring surf; the ripple of the lake; the purity of the alpine snows scintillating in the glorious sunshine of a new day; would all be ignored, perhaps be unknown, but for our railways. Consequently the rame of Maoriland's scenic attractions are almost entirely dependent on our railroads; for tourists, particularly the elder ones, must consider the facilities of travel which a country affords, and invariably they find ours most adequate.
Perhaps the factor of greatest value to the community is that New Zealand Railways are the people's. No syndicate has power to reduce or enlarge the cost of transport as they please. There is no party to coerce the people into paying higher rates or going without the necessaries of life, if they refuse. Exorbitant freight charges eventually bring a farming community to financial ruin, and then the population will tend to gravitate to towns, and accordingly unemployment, with its detrimental moral effects as well as its reduction of products will immediately ensue. By supporting our railways we support the community, and consequently there is no loss, as would be the case if the returns were spent in pomp and show by a syndicate of millionaires. The revenue collected from our post office mails and parcels, amounting to £380,906 last year, is not a Government liability but merely a transfer of the public's money from one portion of their treasury to the other. The very fact that our railways employ 18,500 New Zealanders, and that their total earnings amount to £4,811,671 sterling, is worthy of consideration, because the privately-owned concerns could introduce, if they desired, foreign workers, who would require a lower wage standard than a New Zealander. Again, the work carried out by the foundries on behalf of the Government Railways—such as the building of small shunting engines and heavy repair work—might go from this country to Australia. By supporting our own railways we thereby safeguard our own interests, and we prove our independence of outside aid, as well as giving an incentive to New Zealand enterprise.
Since our waterways will not permit of extensive river services there is one, and only one, sure means of communication and transport, viz., by rail. No other conveyance can compete with our system over any distance beyond urban and suburban areas. Competition has been the ruin of many firms, and their defeat lies solely in the impossibility for any other modes of transport to carry one ton of goods at the infinitesimal rate of 2.41 pence per mile, and no other land conveyances could carry 6,283,544 tons of goods in one year, as our railways do, and with such speed and safety.
Reviewing the value of our system in detail, we cannot but realise the worth of the organisation which has been the greatest factor in making New Zealand what it is to-day, socially, politically, and industrially, and if we progress in the future as we have done in the past we must attribute our success mainly to the New Zealand Government Railways. The “Land of the Long White Cloud” is no longer a wild and unknown land, but it is the happy home of a happy people. In its rapid strides towards the peaks of civilisation and social ideals it has lost none of its enchanting charm, and as the steel-clad locomotive with its precious burden rushes through the night belching forth a smoky challenge to the towering peaks above and to the depths of the reechoing chasms below, the shrill, far-sounding cry of its siren bids defiance to the night and danger, while the rhythmic roar of the engine and cars gently lulls the weary travellers to sleep, as each succeeding click of wheels reassuringly and unvaryingly seems to give voice to its motto—
Loyalty to our country is perhaps the first reason why we should support the Railways. We realise that, to a very large degree, it was the Railways that were responsible for opening up the country and making it as prosperous as it is to-day. Years ago the farmers had comparatively no other means of getting their produce to the markets save by rail, and the Government, realising the great necessity, laid railway lines wherever practicable, so that at the end of last year 3180 miles of lines were open for traffic. Thus the country prospered, and land in the proximity of the railway line increased in value. Cattle, sheep, timber, and goods are conveyed from one place to another at a very low cost. Then, too, we can depend on the railway for it is most reliable. Trains invariably run to schedule time, weather conditions making little or no difference to them. The Railway Department is a tremendous system, requiring skilful control and organization to run it successfully. It is so arranged that the different sections are responsible for the general working of the many branches of the service.
The Maintenance Branch is responsible for the upkeep of the track and buildings, the Locomotive Branch for the repair and manufacture of the rolling stock, while the Operating Branch prepares time-tables, attends to the running of special trains, and, indeed, makes all arrangements for the transportation of passengers and goods. To cope with the task of conveying this huge volume of traffic, a tremendous staff is required, which means, of course, that remunerative employment is enjoyed by many residents. When we remember that 678 locomotives, 26,736 goods wagons of various types, 1,607 passenger carriages, and 492 guards’ vans are used to handle the enormous traffic, we realise how large a staff is really required. At the present time 18,541 employees are engaged in operating the service, and their annual earnings amounted to £4,811,671. From an employment point of view the Railways are certainly a great value to the community.
Travelling by train is a very pleasant method of travel, as the carriages are large and airy. In the winter time they are heated so that travellers are very comfortable, while sleeping compartments are provided on trains that travel at night. The Railway Department has also catered for the public by establishing refreshment rooms at many stations, and allowing the trains to stop long enough at these stations for passengers to partake of refreshments. Still, above all, it is the feeling of safety that one has when travelling by rail that enhances the pleasure of the journey. We can sit back in our seats and enjoy a book or magazine, or gaze out at the ever-changing scenery, or even indulge in a doze, experiencing no feeling of fatigue or anxiety while the train moves onward. It is very reassuring to know that in the last two years the New Zealand Railways have carried over 52,000,000 passengers without one fatality. No one could wish for a safer mode of travel than this. The Railway Department has devised every means possible for the safe running of trains. The most modern signalling appliances have been installed, and the whole service has attained such a degree of efficiency that we travel in trains with the utmost confidence and comfort.
Undoubtedly the New Zealand Government Railways are of the greatest possible value to the community. It would be absolutely impossible to substitute any other methods of transport for the railway; for none could do it so efficiently, so economically, or so safely.
In 1784 William Murdock, an associate of James Watt, built the first locomotive to run on English soil. This was a model about 21 inches high. The above illustration shows enlarged for the reader's benefit. The engine had a single vertical cylinder extending a short distance into the top of the square copper boiler which was heated by a lamp suspended beneath it. Murdock's engine attained a speed of six to eight miles per hour. Being very secretive about his invention, Murdock made trial trips at night very much to the alarm of the Vicar of Reduith whose quiet walk to his church was broken one evening by what appeared to be an indescribable creature of legs, arms and wheels and aglow with fire.
(From “The Development of the Locomotive” published by The Central Steel Company, Massillon, Ohio, U.S.A.)
Toot! Toot! sssssh! Off she goes! How many times have we heard a great big powerful engine blow her whistle, and with a lot of noise start off on a journey?
Day and night, up and down through the country, faithful men are driving these huge monsters of iron and steam, with their strings of passenger carriages or goods trucks behind them. Rarely does the railway sleep. Have you ever thought of all that these ceaseless journeyings mean, first to our people themselves, and then to the promotion and keeping up of our country's industries?
To-day we see huge, fast travelling and efficient engines, but we all know that it took many years of experiment to turn out these perfect engines. Before travelling could be undertaken it was necessary to lay down many miles of line. A railway line, with its gleaming tracks of steel, does not appear to be a very difficult thing to make, but there is a lot of work in construction. Safe foundations for the enormous weight to pass over them, well seasoned sleepers and careful joins in the tracks themselves, all play an important part. New Zealand is a land of many hills and deep hollows, and to form grades making it possible for an engine to ascend and descend, is no easy task. Surveyors, geologists, and engineers, had to get on to the job. In many places there are deep cuttings, in others, tunnels and series of tunnels, and again, viaducts and bridges. These all represent years of labour and planning in construction. Nearly all New Zealanders, especially railway people, know of the wonderful spiral at Raurimu, and also of the great tunnel which pierces through the Southern Alps, for we are proud of the engineering feats that have been accomplished. The line in many places in New Zealand climbs over high mountainous country, and then gradually descends until it is running close beside the seashore.
When a railway line penetrates a district, expansion of that part of the country's resources usually follows quickly. Access to farming lands becomes easy, and transport becomes available, not only for the people themselves that they may move on business or pleasure from one part to another, but materials to aid in the development of the land, implements for use, and food for stock, are carried
And last of all a list of the various articles carried by the railways would fill many pages. Did you know that last year our railways handled 459,943 cattle and 9,312,937 sheep and pigs? Then think of butter, cheese, wool, timber, flax, wheat and products too numerous to mention. The charge for carrying goods averaged 2.41d. per ton per mile, and this figure is very favourable compared with the charges made by other countries.
Of course the passenger traffic demands a lot of attention, and the Railway Department is ever on the alert to cater for, and satisfy, the needs of the travelling public. At holiday periods, when great numbers of people are travelling, it must be exceedingly difficult to cope with the crowds, but the railway officials do it so well that there has not been a single fatality for the last two years.
Excursions to centres of interest are now being arranged, and fares are so cheap that it is enabling many people to visit New Zealand's beauty spots. For long journeys the de luxe sleeping carriages are models of comfort and attractiveness. Cosy quarters, well padded upholstery, and many little conveniences, all contribute to the well-being of the passenger. Attendants are on the trains, with helpful information and services, while at frequent stations well-equipped refreshment rooms are available to satisfy the inner wants of man.
So much could be told of the railways and their various departments, but really we never realise how necessary railways are, and how excellently served we are in this respect, until there comes an occasion when we have to do without them. When right at our doors we have a service that is ready and anxious to transport us in comfort and safety, it is certainly up to us to help to maintain such a service by making use of it whenever we desire to travel.
“… I have always emphasised that the most satisfactory results in accident prevention, as in other spheres, are those which are obtained by voluntary effort, rather than by compulsion. But a genuine and universal voluntary effort must be forthcoming. It is not sufficient that many of the bigger and more progressive undertakings should realise the humanitarian and very definite economic advantages of making organised work for the prevention of accidents a definite function of scientific management. This knowledge must become universal. We, as a nation, cannot afford the wastage of life, limb, time and money which accidents entail…” —Rt. Hon. Sir William Joynton-Hicks, Secretary of State for Home Affairs.
(By Will B. Morton.)
(Illustrated by Elsie K. Morton.)
Rain! Rain!! Rain!!! steady and persistent. Although only a heavy summer shower, the bush track is already a pathway of squelching leaves and bush mould, while the branches of the trees shower big drops on us from their drenched foliage. The river beside us is a roaring torrent, splashing and foaming among its boulders, and rivulets are racing down the banks to swell the flow.
The mountains are wreathed in mist; clouds descending low have enveloped their summits. A waterfall shows against a precipitous rock face like a narrow white veil …. water is the predominating feature of our surroundings.
With boots saturated and clothes flapping and clammy about our limbs we wend our way hostel-wards down the Bealey River, returning from a trip to the glacier.
And now we have left the bush and are on the road—the old-time coaching road from Otira to Arthur's Pass. Conversation gradually comes to an end as our little party settles down to a steady gait on the home stretch of a couple of miles. Each to his or her own reflections. “A penny for them” would doubtless evoke anticipations of a hot meal … a hot bath first if lucky enough to be one of the few to grab the chance at the one and only bathroom. Meantime … Water, above and below … one of the most commonplace elements in the world.
Wonderful, though, if you think of all that it does and the magic of its various transformations … Ice, Snow, Frost, Mist, Clouds, Steam … and just Water! How Nature exploits its infinite possibilities of use and ornament. To mankind and, indeed every living animal and plant, water is a vital part of their make up. Rather surprising, too, that in an apple or a grape, for instance, there's only about 2 per cent, that isn't water!
A handful of dried-up seeds will remain unchanged for years, but put them in the ground so that moisture penetrates to the parched cells within, and they swell and life and growth are renewed.
Nature uses water to produce many of her most stupendous works and glorious sights. The towering cliffs of the river gorges are carved out … water and aeons of time. Vast
And then, too, the awesome grandeur of icebergs with their lofty pinnacles and sheer cleft faces, and glaciers with their snow-fields sparkling in the sunshine, and ice-chasms and caves of ethereal blue. How much the beauty of mountain peaks is enhanced by their mantle of snow, while a snow-clad summit piercing a bank of clouds and seemingly afloat on their billowing white field is a scene of almost unearthly beauty.
The hills and lesser peaks have their green, bush-clad slopes, but, viewed from afar, even the rugged forest foliage is smoothed to an undulating velvet texture. The majestic towering summits call for the bolder and more expansive adornment of the mist wreaths which soften the stark grandeur of rock and crag. Water, evanescent in form but imperishable of substance, matches the moods of the everlasting mountains.
What charm and grandeur is displayed by moving water … the mountain torrents and cascades; impressive waterfalls; swiftly flowing river rapids; waves booming deeply as they break on the sea-shore.
And Steam! … but now we touch on the strictly utilitarian aspect of water. Steam power has had a big share in building up our social and industrial world as we know it to-day. Ocean travel and transport; railways; factories; electric lighting, heating and tramways. But by an interesting turn of events steam is now being ousted by water in another form … just Water. Water from lakes and rivers with its quota of power taken from it and used to generate hydro-electric power which means so much in the city and country life of the modernworld.
Colour is abundant in the world about us, but its supreme glory is attained through the medium of water. In Nature's most vividly coloured picture—a brilliant sunset—the galaxy of wonderful colours is reflected by the clouds. And there is the beauty too, of the rays of sunrise and of sunset turning the snow-clad slopes of the mountains to crimson or rose-pink … the rainbow and the enchanting beauty of reflections in still waters. The thought of reflections always brings to mind a memorable scene of surpassing splendour … South Australia … The Murray River at sunset. An exceptionally high and prolonged flood has raised the water
Leaning over the rail, one gazes down as into a vast bowl, the inverted dome of the sky, flecked with pink clouds, merging at one side into the glory of the sunset—a bowl adorned with the most glorious decoration imaginable. Every tree is double, its inverted image hanging in the limpid clearness of the hemisphere below. So calm is the water that its mirrow-like surface is almost unseen and we seem to be drawn along through empty space … Then sunset and the world of reflections gradually fades, eerle shadows form among the trees, the searchlight on the steamer's bridge flashes out and we continue along the weird and shadowy water grove….
“There's the Punch-bowl” says someone, breaking in on these reflections. “Not much further now!” A graceful fall, the Otira; the force that is now dissipating itself in cascades of spray and foaming eddies in the Punch-bowl at the foot was utilised years ago to produce power for piercing the Alps to form the Otira tunnel; was conveyed through a pipe-line to turbines in which the power of its swift flow was abstracted. The pipe-line and machinery have long since been removed and the water once more leaps in sheer freedom over the precipice.
And now the huts of Arthur's Pass are showing up, while in the distance is the Hostel, and beyond, a plume of steam rising in the misty air denotes a train at the station.
Still raining, but Ah! that hot dinner—more than a meal—a luxury; First of all, though, a hot bath if we are lucky. Water again … but hot this time! Such a commonplace element, yet one of Nature's supreme wonder-workers! and man's universal servant!
Mr. F. Vogel, of Kogarah, New South Wales, whose interesting article, “Australia's Railway Gauges,” was published in our November (1928) issue, has kindly favoured us with a further account of pioneer railway construction in Australia.
With the progress of inland settlement in Australia, in the early days, the want of rapid means of communication made itself seriously felt, more especially as Australia does not possess reliable inland waterways that would facilitate transport.
During the forties, railway speculation was at its height in England, and, amongst the railway proposals issued there in 1845, were several which advocated railway construction in Australia.
When the news of these projects reached the colonies (in 1846), agitation for the construction of railways commenced in Sydney and Adelaide (South Australia). The immediate result was the passing (in 1847), in the latter colony, of the first Australian Public Railways Act, which, in 194 sections, endorsed many obsolete provisions of English railway legislation, amongst them being one to the effect that each engine must consume its own smoke under a penalty of £5 per day, while another empowered private persons to use their own rolling stock etc. This act lapsed, however, as no steps were taken to give effect to its provisions.
In 1848, the Adelaide City and Port Railway Company was formed in England, and the promoter, Mr. Parkes, secured the passing of a private Act, which authorised the construction of a railway from the city to the port of Adelaide, with branches northwards. The Company, whose capital was only £30,000, regarded the undertaking as offering an opportunity for land speculation, and, as the government would only grant sufficient land for the construction of the line, the company abandoned the project.
The government revoked the agreement, and in October 1851, passed an Act for the appointment of Undertakers for the construction of the railway. A sum of £45,000 was authorised for the building of the line—the first government railway on British soil—which, when completed, was to be leased by public tender.
But it was soon discovered that the amount authorised for the building of the line was insufficient. It was therefore increased to £60,000, which sum was deemed adequate for the purpose. The construction of the line was delayed for some time, and, on its resumption, it was found that, owing to the gold discoveries in the Eastern States, the cost of labour and materials had increased to such an extent that a further sum of £150,000 had to be provided for the completion of the work. Even this amount proved insufficient and additional sums of £36,000 and £17,250 had to be authorised to complete this railway. The line, seven miles thirty-five chains in length, was eventually completed and opened for traffic on 21st April, 1856.
Following this, and with a view to linking up
Railway construction has since been carried out by the Government at a very fair rate, consistent with the limited population of the State and, for many years, the Broken Hill (N.S.W.) mineral and goods traffic formed a very important factor in the South Australian railway receipts.
The development of the New South Wales railway system was, to a large extent, retarded by the Main Dividing Range which traverses the country from north to south and rises abruptly within a short distance of the coast, thus forming a serious obstacle to the construction of railways into the interior. The section of this Range near Sydney, known as “The Blue Mountains,” is extremely rugged, and in many places, cliffs of bare sandstone rise almost perpendicularly to a height of 2,000 feet above the valley below. It was not until 1813 that this mountain range was successfully crossed.
During the following year a cart road was built over the mountains, and, that the route was well chosen, has been demonstrated by the fact that, in after years, although the country was explored in all directions a better route could not be found for the location of the railway.
In 1845 a company, with a capital of £1,000,000, applied to the British Government for the necessary powers to construct railways in New South Wales but as steps had, in the meantime, been taken in Sydney, by leading residents, to form a company, having for its object the construction of railways, the English company abandoned its project. Trial surveys for a line to Goulburn, a town 136 miles south from Sydney, were then made. As is usual in such cases, the cost of the railway was considerably underestimated while the prospective earnings were unduly magnified. However, the Government, on being approached, granted financial aid and land for the right of way.
In October, 1849, the Sydney Railway Company Act was assented to, and steps were at once taken to proceed with the works. The Company's engineer proposed to construct the railway to Parramatta (which line was later to be continued westward over the Blue Mountains), 14 miles from Sydney, and a line branching off to the south, at 10 1/2 miles from Sydney.
For the Sydney terminus he favoured the site now occupied by the “Central” Station, but subsequently a site half a mile to the west, was selected, thus placing the terminus, for the time being, outside of the city proper.
The engineer estimated the cost of the proposed lines at £56,300, but subsequent events proved that this estimate was far too low, even allowing for the increased cost of labour, due to the gold discoveries. He recommended the 5ft. 3in. gauge, and longitudinal timbers, laid upon cross bearers 5ft, apart, for the rails. These were to be faced with iron plates 2 1/2 in. × 1/2 in. and fastened down by 6in. spikes. To clear the line from accidental obstructions he suggested a wooden frame work running upon a pair of low wheels in front of the engine, one end being fastened to the fore axle, and the other sloping to within an inch of the rails. The device would resemble, in shape, the barrow used by warehouse porters.
On 3rd July, 1850, the ceremony of cutting the first turf of this, the first railway in Australia, was performed by the Hon. Mrs. Keith Stewart in the presence of the Governor-General.
The financial position of the Company was then far from being satisfactory and the directors decided to reduce their officers’ salaries. Mr. Shields, the engineer, resigned in consequence and was succeeded by Mr. Wallace, who arrived from England in 1851. Mr. Wallace recommended that the line to Parramatta be duplicated to meet the requirements of the anticipated traffic, that the permanent way be laid with the Barlow saddle back type rail, and, most important of all, the alteration of the adopted 5ft. 3in. gauge to 4ft. 8 1/2 ins.
The Barlow rail proved a failure in actual practice, and had to be replaced by a double headed rail shortly after the opening of the line.
The Company's financial position did not improve for there was no prospect of sufficient private capital being subscribed to carry out the works, as, according to the plans submitted by Mr. Wallace, the estimated cost (£39,000) of the line, Sydney to Parramatta, had risen to £188,000, and for a double track to £218,400.
After lengthy negotiations, and when it became clear that the Company's position was hopeless, an Act was passed enabling the government to purchase the Company's properties. The transfer was effected on 3rd September, 1855, the purchase price being the amount of the paid-up capital, £161,245, and a bonus of 7 per cent, amounting to £11,287.
The railway to Parramatta was opened on 25th September, 1855.
(to be continued.)
When railway accidents are widely discussed on the rare occasions when they occur, there are very few people who realise just how large—or how small—is the liability to mishap that a passenger faces when he sets out on a journey by rail.
That is shewn by the report of the Chief Inspecting Officer of Railways to the Ministry of Transport, which has just been published. This shews that the chances against any injury are 3,200,000 to 1; and the chances against a fatal injury are 61,000,000 to 1.
This means that British trains are safer than any other form of transport. The chances against injury are, indeed, much greater in the case of ordinarily careful people, for a good many accidents are caused by attempts to enter or leave a moving train and other examples of foolhardiness.
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Fish traffic forms a most profitable business for the Home railways, and to move the millions of tons of this traffic which comes forward every month during the season, special wagons and unique handling devices are employed. (writes our special London Correspondent). The L. & N. E. line is the principal fish-carrying route. In a single week as many as 4,000 trucks of fish are loaded at L. & N. E. stations, and to provide for this traffic some 2,500 covered wagons and 500 open trucks are employed. The largest type of fish truck takes the form of a ventilated wagon of 15 tons capacity, 45 feet in length, fitted with a cement floor with drainage holes.
Fish loaded on rail at the ports is regularly delivered to consignees in London and other consuming centres early the following morning. To achieve this prompt transit, specially fast trains are operated. The 1-45 p.m. fish train from Aberdeen to London covers the 522 miles to King's Cross in 11 hours 40 minutes—a speed of 45 miles an hour. Another service from Mallaig to London gives a quick transit of 15 3/4 hours for the 597 mile run. The maximum load of these trains works out at 30 wagons, or when two locomotives are employed 42 wagons. At the fish section at King's Cross freight station as many as 150 trucks of fish are unloaded daily. The fish is carted by the railway horse teams to the wholesale market, and again carted by the railway vans from the market to the purchasers’ premises in the city.
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An interesting visitor to New Zealand this month is Dr. H. J. Morlan, of Chicago, U.S.A.
Dr. Morlan has a very extensive connection with magazines and periodicals both as an editor and as a writer, and has had wide travelling experience in various parts of the world. He is particularly interested in outdoor sports, such as golf, fishing, hunting, etc., and is one of the founders and Publicity Director of the Izaac Walton League, which represents about 3,000 Clubs, having a total membership of approximately a million and a half sportsmen.
In addition, Dr. Morlan is President of the Chicago Fishermen's Club, of about 6,000 members, while he lectures throughout the United States and Canada in the interests of outdoor sports. He is also closely associated with the publicity work of the Canadian Pacific Railways.
The doctor's first enquiry on landing was as to the location of golf courses and fishing streams—a large order in a country so well equipped with both, as New Zealand. And then he wanted to scheme out a trip that would take in Invercargill, where, he presumed, would be “the farthest south golf course in the world,” and then such places as the Southern Lakes and Alps, Rotorua and Taupo, the Kauri Forests of the North and the deep-sea fishing resorts of Whangarei and Russell. As he has only a fortnight available for travel in New Zealand, Dr. Morlan's acquaintance with the sporting possibilities of this country cannot become as adequate as the subject deserves, but he will find many kindred spirits who will help him towards the enjoyment of his brief stay.
A saving of two days in the time taken under the old system of cleaning locomotive parts at Hillside Workshops has been effected by the installation of the modern cleaning vat described in the following article.
The installation of a large locomotive cleaning vat in the new workshops at Hillside constitutes a notable advance upon the methods adopted hitherto for cleaning locomotive parts before their distribution to the various departments. The vat, a steel structure measuring 28ft. × 8ft. × 5ft. 6in. deep, has been built into a concrete pit situated in the centre of the locomotive erecting shop, and its equipment is thoroughly up-to-date. The vat (the top of which is nine inches above the shop floor) has been so constructed that its outer end takes the form of a ramp, upon which a set of rails connecting with one of the shop tracks is fitted in such a manner that bogies or trollies containing crates of parts as removed from the locomotive, can be run down into the tank and completely submerged in the cleaning solution.
The crates and bogies referred to are lowered down the ramp by means of a rope, operated by an electric capstan attached to a traverser. In this manner it is unnecessary to depend upon the overhead cranes, which are left free to meet the heavy demands made on them for other work.
The cleaning solution in the vat is heated by means of steam coils attached to the sides of the vat. A special cleaning agent, which is dissolved in the 4,600 gallons of water contained in the vat, is used, the whole being brought to boiling point. Compressed air keeps up complete agitation, thus assisting the cleaner in the removal of all grease and dirt from the submerged locomotive parts.
Water is introduced into the vat from the ordinary main, and, when it is necessary to renew it, the operation is done by means of a motor-driven centrifugal pump situated conveniently close to the tank.
Owing to the size of this vat it was found necessary to construct a hood over it to trap the great volume of steam arising from such a
To make for the safety of all employees whilst the locomotive parts are being boiled, the top of the vat is totally enclosed.
The operation of placing material into the vat is extremely simple. The door, which is in two sections, is thrown open at the ramp end of the vat, and the trollies containing the crates are run down the rails and, without any emission of steam, submerged in the cleaning solution.
It may be of interest to readers to know that the locomotive cleaning plant referred to in this article was designed and built at the Hillside Workshops. A representative of a large American concern, closely allied to railways—an authority on the subject of cleaning of locomotive parts — stated, when shown this plant, that it was not only the second largest he had seen, but the finest and most elaborate.
Illustration No. 1 depicts the cleaning equipment used in the old shops, and enables a striking comparison to be made between the old and the new methods, as featured in illustration No. 2. The cleaning of locomotive parts under the old system occupied three days, whereas the same work, including bogies and driving wheels, which formerly had to be cleaned separately, can be completed in the new vat in one day.
From the above article the reader may gain an insight into the modern methods which are being adopted in connection with the general re-building and reorganising of the Railway Workshops, which, when completed, will compare favourably with those in any other part of the world.
Mr. James Cowan's interesting descriptive and historical story of the North Island Main Trunk Railway is concluded with the following instalment.
Rochfort had trouble with the obstructive Maoris near the Upper Wanganui—only a very short time previously a white man was shot at Taumarunui for trespassing on this forbidden land—and at Karioi (on the present line, below Ruapehu) he was told that if he persisted in advancing (he was working from Marton north-ward arid westward to Taumarunui) he would be shot.
One of his chainmen was the noted Tom Adamson, a big “pakeha-Maori” who had been a Government scout in the war days; he always marched barefoot and adopted Maori ways. He had a Native wife, and he was bargaining for tribal lands. The Maoris objected to Adamson continuing with the party, so Rochfort carried on without him, and hence-forth received help from the local Maoris. He cut a line through the great forest where the railway now runs, and established camps along the route, and for many years afterwards his patakas, or high-legged storehouses, were to be seen here and there in little bush clearings marking the sites of his pioneer camps on the adventurous traverse of the central plateau.
Mr. Hursthouse's seizure and imprisonment by the fanatic Mahuki near Te Kuiti in March, 1883, delayed his surveys, but not for long, and in 1884 all the preliminary reconnaissances were complete, and Parliament approved of the proposed route from Te Awamutu to Marton.
The turning of the first sods at the northern end of the Puniu banks, on the 15th April, 1885, was the next stage in the Main Trunk's progress. The leading figures in this ceremony near Te Awamutu were Sir Robert Stout (then Mr. Stout), Premier of the colony, and the chiefs Wahanui, Rewi and Taonui.
The work went on from both ends at varying rates of speed and under varying systems. The co-operative plan of line construction superseded the old private contract methods.
In 1885 there was a gap of about 200 miles between the two ends of the line. The filling-in of this gap took twenty-three years. It was in 1908 that the final link was completed. The Right Hon. Sir Joseph Ward, then Prime Minister, officially opened the line for through traffic. It was at the time of the visit of the United States Fleet under Admiral Sperry to Auckland.
Different from other islands of the Pacific, the main Islands of New Zealand are of the continental type, very interesting to visiting scientists as well as to other tourists. Indeed, the country is the remnant of a very much greater land mass which extended northward.
Including outlying isles and the Ross Dependency, the Dominion now stretches from the tropics to Antarctica, but the main islands (North, South and Stewart) lie in the mild temperate region between the parallels of 34deg. and 48deg, south latitude (a stretch of 1,000 miles) and the meridians of 166deg. and 179deg. east longitude—about 1,200 miles to the east of Australia. The area of New Zealand proper (103,285 square miles) exceeds that of Great Britain by more than 13,000 miles.
Abel Tasman, who sailed around these islands in 1642, was the first known European to see this territory. Next came the famous Captain Cook in 1769 and subsequent years. His voyages prepared the way for British colonisation of “The Brighter Britain of the South,” but organised settlement did not make a successful beginning until 1840.
In the short space of eighty-eight years New Zealand has grown into a prosperous, progressive country, developing on modern lines of efficiency. Mildness of climate, fertility of soil, and other natural advantages assure a high standard of comfort for a much larger population than the present total (about 1,440,000 in 1928).
About 94 per cent of the population of the Dominion proper is of British origin. The proportion of the native race (Maori), including half-castes, is about 5 per cent. There is no racial problem whatever. Peace between the new settlers and the Natives was firmly established half a century ago. The great majority of the Maoris live in the upper part of the North Island, where they have their own settlements.
The clean air of the Pacific, a liberal share of sunshine (an annual average exceeding 2,000 hours), and other factors—including a vigorous public health policy—have given New Zealand the world's premiership in health. The annual death rate is usually below 9 per 1,000 of population. The average expectation of life at age 0 is 61 years for males and 63 1/2 years for females.
Farming is the mainstay of the Dominion's prosperity. New Zealand is pre-eminently a pastoral country, a well-known exporter of dairy produce, frozen lamb and mutton, and wool.
There has also been some creditable development in various manufacturing industries.
A remarkable advance has been made during recent years with the provision of electric power
To Nature-lovers of the world at large New Zealand offers a complete change of scene. Here is a larger thermal wonderland than America's Yellowstone Park; here is “The World's Wonder Walk” (the track from Lake Te Anau to Milford Sound), which offers more stupendous spectacles than the Yosemite Valley; here are lakes of heavenly blue, reflecting the crystal crowns of green-mantled mountains; here are evergreen forests, with subtropical wealth of growth, without snakes, dangerous animals, or any menace to health; here are fiords which surpass Norway's inlets in beauty and majesty; here are noble rivers which wind through fairylands; here is an inspiring alpine region with easily accessible glaciers larger than Switzerland's; here Nature has worked to give the most impressive scenic contrasts.
“The Sportsman's Paradise” was a title given to New Zealand by a visitor long ago. Here are caught the world's largest rainbow and brown trout (scaling up to 201b), and there are also quinnat and Atlantic salmon in southern waters. The season license fees for trout range from £1 to £6 (the charge for overseas visitors in the Taupo district, renowned for its big “rainbows”).
The northern waters—from the Bay of Plenty to the North Cape—give the world's best deep-sea angling, according to Mr. Zane Grey. Here huge swordfish, mako shark, and thresher shark are “played” excitingly with rod and reel.
Red deer are numerous in many parts of the North and South Islands. Wapiti and moose herds have been established in the Fiordland of the South Island.
The most favourable times for sport are: Trout, beginning of October; Swordfish, beginning of January; salmon, beginning of February; deer and wapiti, beginning of March; feathered game, beginning of May.
Modern passenger lines run regularly from the United Kingdom, America, and Australia to New Zealand. The trip from England to New Zealand, across the Atlantic, America and the Pacific takes about thirty days. Fortnightly trans-Pacific services are maintained alternately between Vancouver and Auckland, via Honolulu and Suva (Fiji), and between San Francisco and Wellington, via Papeete (Tahiti) and Rarotonga. The run by either route is eighteen days.
Several of the highest hotel tariffs are a few shillings above £1 a day, but the usual charge for the best accommodation in town or country houses does not exceed £1.
Not only on its underground railways, but also on the trunk routes serving the capital, Paris is now witnessing vast improvements of every type (writes our special London Correspondent). The reconstruction of the Paris terminal of the Eastern Railway is a work of the first magnitude, while the electrification outside the capital, of the Orleans line, has come as a boon to the traveller. This system, like the other French railways, is electrified on the direct current arrangement at 1,500 volts. For train haulage, two main types of electric locomotive are utilised, and these are of considerable interest. One type is for ordinary passenger train and goods train service, and the other is for express passenger duty. The two hundred locomotives of the first type in service and on order are the product of three French engineering works, and the principal dimensions are as follows, viz.—total length 40 ft. 11 1/2 in., total width 10 ft., total wheelbase 28 ft. 8 in., rigid wheelbase 9 ft. 2 1/4 in., diameter of driving wheels 4 ft. 5 in., total weight 76 metric tons, power one hour rating 1,720 h.p. and power continuous rating 1,320 h.p. These locomotives are capable of hauling freight trains of 1,000 metric tons at a nominal speed of 25 miles an hour, and passenger trains of 500 tons at 40 miles an hour.
For express passenger service the Orleans Railway is utilising five different types of electric locomotive, the main differences between these types being in the wheel arrangement, the method of transmission and the disposition of the electrical equipment. One type of locomotive, built by the British Thomson-Houston Company, is of the 2C + 2C gearless type. The armatures of six 750-volt two-pole motors are directly connected to an axle, the rating of each motor reaching 500 h.p. Other locomotives are the product of the “Societe Ganz,” and have connecting rod drive, being of the 2D2 type. These are rated at 4,200 h.p. The Compagnie Electro-Mecanique have also supplied two high-speed locomotives for the Orleans Railway, these having outside gear drive and small “Buchli” connecting rods, a type of equipment which is reported to have given great satisfaction in Switzerland. These have a one-hour rating of 3,600 h.p., and a continuous rating of 3,000 h.p. The gearless locomotive supplied by the British Thomson-Houston Company is of the double articulated type, each half locomotive having a main underframe with three driving axles and a four-wheel bogie. The “Societe Ganz” locomotives have a main underframe resting on four driving axles, with a four-wheeled bogie at each end.
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From Mr. W. F. Finlayson, Melbourne, Australia, to the Secretary, Minister of Railways, Wellington:—
It is just twelve weeks to-day since I landed in Wellington, and before leaving New Zealand for Sydney to-night I desire to convey to you my sincere thanks for the courtesy extended to Mrs. Finlayson and myself during our tour of the Dominion.
We greatly appreciate the facilities received in connection with our railway travelling and have had every attention and consideration from the staff at the stations and on the trains.
We hope to reciprocate in some degree by recommending New Zealand to our Australian friends.
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From the Secretary, Manawatu and West Coast Agricultural and Pastoral Association, Palmerston North, to the General Manager of Railways, Wellington:—
At the monthly meeting of my General Committee, held yesterday, when Royal Show matters were cleaned up, I was instructed to write you specially with regard to the very excellent work done by your Departmental staff at this point in connection with the reception and despatch of the very large consignments of live stock, and other exhibits. Members uttered very sincere tributes to your staff for their unsparing exertions and great assistance in smoothing the path for exhibitors and for our own staff.
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From Road Constructors, Ltd., Dunedin, to the Goods Agent, Dunedin:—
We wish to thank you, and at the same time to express our appreciation of the trouble you went to in regard to the railage of steel bars from Dunedin to Cromwell. We would have been in real difficulty had your Department failed us. We are very grateful to you for the interest you took in seeing that these bars went forward.
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From the Secretary, Ellesmere A. and P. Association, Leeston, to the District Traffic Manager, Christchurch:—
At a meeting of the committee of the above Association, I was directed to convey to you the thanks of this committee for the able manner in which your staff assisted us at our recent show. The unloading and loading of stock, etc., was carried out without a hitch, and the pleasant and courteous way in which your staff co-operated with our officials was very much appreciated.
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From the Acting-Secretary, Kahawa Point Tobacco Farm, Rotorua, to Mr. A. C. Brown, Stationmaster, Rotorua:—
I have been asked by Mr. John Wylie to thank your Department and staff for the care taken in the transmission of the last two consignments of tobacco plants from Kaikohe.
The plants arrived and were delivered to us in perfect condition.
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From the Secretary of the Kaipara Co-operative Dairy Factory Company, Ltd., Helensville, to the District Traffic Manager, Auckland:—
At a meeting of the Board of Directors of this company, held last evening, the chairman reported on the arrangements made for meeting the requirements of farmers in the Wellsford district.
The arrangements mentioned meet with general approval, and I was instructed to convey to you the thanks of the Directors, acting on behalf of the farmers of the districts concerned, for your attention to their needs, and the satisfactory manner in which they have been met.
The recent importation of three Garratt type of articulated locomotives makes a notable addition to the locomotive stock of our railways. The new machines (which are intended for service on the North Island Main Trunk Line) embody special features in Garratt construction (mechanical stokers, thermic syphons, etc.) suggested by our Chief Mechanical Engineer, Mr. G. S. Lynde, A.M.I.Mech.E., M.I.Loco.E., and are the most powerful and modern of their kind in the world at the present moment. It is confidently anticipated that their introduction will effect considerable economies in locomotive operation.
Although the types of locomotives used on the central portion of the North Island Main Trunk line have given remarkably efficient performance (taking into account their limited tractive effort), the need for more powerful locomotives to meet the insistent demand for increased power on this particular section of our railways has long been recognised.
The success following upon the adoption, by several of the leading railway systems overseas, of the Garratt type of articulated locomotive, suggested this as the most suitable and economical for the hilly portions of our Main Trunk system. Three of these engines were therefore ordered for New Zealand from Messrs. Beyer, Peacock Ltd., Manchester, to specifications prepared by Mr. G. S. Lynde (Chief Mechanical Engineer, N.Z.R.), and are at present being assembled at the Hutt Valley Workshops, Wellington.
In view of the widespread interest, alike amongst railwaymen and members of the public, in the utilisation of the Garratt locomotives on our railways, the following general description of their distinctive characteristics and advantages as compared with existing locomotive types, is printed for the benefit of our readers.
The new Garratt locomotives are the first of the three-cylinder type (simple) arrangement to be built for a 3ft. 6in. gauge railway, and are the most powerful locomotives of their kind on any railway of similar gauge in the world. They possess a tractive effort of 51,580 lbs. at 75 per cent of their boiler pressure—200lbs. per sq. in.
Opinions differ amongst locomotive engineers as to the relative advantages of the two, three and four, and compound cylinder arrangement.
However, after careful consideration, it was decided to adopt the three-cylinder (simple) arrangement in the design of our Garratts. It is interesting to note, in passing, that the new locomotives in this respect are similar in design to those which have achieved such high distinction in Britain in performing the non-stop runs between London and Edinburgh, a distance of 393 miles.
The Garratt type of articulated locomotive has in many parts of the world proved its suitability for every variety of traffic, including high-speed passenger trains. Amongst the railways which have adopted this type of locomotive are the London and North-Eastern, and the government railways of South Africa, Victoria and Western Australia.
The following schedule shows the main dimensions and capacities of the new locomotive in comparison with our “Ab,” “Ww” and “X” classes:—
“Garratt.“—Length, over buffers 85ft., wheel-base 77ft., cylinders, 16 1/2in. diam. × 24in. stroke (6); diam. driving wheels, 4ft. 9in.; boiler pressure 2001bs.; boiler barrel diam., 6ft. 6in.; superheater flues, 43 flues, 5 1/4in. diam.; boiler tubes, 224 tubes, 1 3/4in. diam.; coal capacity, 6 tons; water capacity, 4000gals.; grate area, 58 sq. ft.; total heating surface, 2,765 sq. ft.; tractive power, 51,5801bs.; weight in working trim, 146 tons.
“Ab.“—Length, over buffers 62ft., wheelbase 52ft.; cylinders, 17in. diam. × 26in. stroke (2); diam. driving wheels, 4ft. 6in.; boiler pressure, 1801bs.; boiler barrel diam., 4ft. 8in.; superheater flues, 12 flues, 5 1/2in. diam.; boiler tubes, 110 average 1 3/4in. diam.; coal capacity, 4 1/2 tons; water capacity, 3,500gals.; grate area, 33 sq. ft.; total
“X.“—Length, over buffers 57ft, wheelbase 49ft.; cylinders, 13 1/2in. diam. × 22in. stroke (2), 22in. diam. × 22in. stroke (2); diam. driving wheels, 3ft. 9in.; boiler pressure, 230lbs.; boiler barrel diam., 4ft. 8in.; superheater flues, —; boiler tubes, 250 average 1 3/4in. diam.; coal capacity, 4 tons; water capacity, 2,200 gals.; grate area, 37 sq. ft.; total heating surface, 2,066 sq. ft.; tractive power, 26,620lbs.; weight in working trim, 94 tons.
“Ww.“—Length, over buffers 37ft., wheelbase 30ft.; cylinders, 15 1/2in. diam. × 22in. stroke (2); diam. driving wheels, 3ft. 9in.; boiler pressure, 180lbs.; boiler barrel diam., 3ft. 11in.; superheater flues, 10 flues 5 1/4in. diam.; boiler tubes, 70 average 1 3/4in. diam.; coal capacity, 2 tons; water capacity, 1,370gals.; grate area, 17 sq. ft.; total heating surface, 788 sq. ft.; tractive power, 16,900lbs.; weight in working trim, 52 tons.
In the Garratt locomotives are incorporated several fittings new to New Zealand railway practice, the principal of these being described as follows:—
The Garratt locomotives are fitted with single top slide bar on the outside and inside engines, and the piston valves of the outside cylinders of these engines (on both power bogies) are operated by the Walschaert valve gear. To operate the valve for the inside cylinder, the Gresley combining gear has been adopted. (Illustration No. 1.)
The valve spindles of the left and right outside engines are extended through the valve chest covers. One of these valve spindles is connected by a short link (8in. long) to the end (e) of a two-to-one lever carried on a ball-bearing pivot (d), near the centre of the engine. The other valve spindle is connected by a similar link to a short forked lever attached at (b) to the other end of the main lever; this short lever having a one-to-one ratio. This one-to-one lever is attached by a link at (c) to the valve spindle operating the piston valve of the inside engine.
In this simple manner the combined motion of the two outside valves is modified to give the correct motion to the inside cylinder valve.
The coupled and driving axleboxes are a departure from the standard New Zealand practice, inasmuch as the journals of these are lubricated with grease. Illustration No. 2 gives a general idea of this (Franklin) type of axlebox.
In place of the standard cellar which is usually packed with thrum and oil, a container in the cellar is packed with grease and provided with a perforated plate on the bearing surface. The follower plate, fitting into the bottom of the cellar, is provided with a spring. This forces the grease on to the journal through the perforated plate, thus ensuring constant lubrication with minimum attention, the feed of the follower plate being automatically controlled by the pressure of the spring.
An eye bolt attached to the follower plate indicates the amount of grease in the cellar. These boxes will run for several months without attention.
This injector acts as a feed water heater, and is, in principle, similar to the ordinary live steam injector, except that it uses the exhaust steam from the cylinders to heat the feed water and also to force it into the boiler. The use of exhaust steam in this way results in a saving of from 8 per cent. to 12 per cent. in coal and water, due to the return to the boiler of condensed steam. It function as a feed water heater so long as the locomotive is using steam, and when the engine regulator valve is closed it operates with live steam, automatically changing from exhaust to live steam working and back to exhaust steam when the regulator is again open. This automatic change-over is controlled by the pressure in the steam chest actuating
The exhaust steam from the cylinders is admitted in two separate stages. The first stage consists of a jet of steam admitted through a central cone, the condensing water being in the form of an annular jet surrounding the end of the steam cone. This steam, condensed by the water jet, imparts its momentum to it, and the mixture of steam and water flows forward at a high velocity through the second cone (known as the draft tube).
The proportion of steam to water is such that a high degree of vacuum is created within the draft tube. At the end of this tube the second supply of exhaust steam is admitted in the form of an annular jet. This gives a further impetus to the mixture, which then flows through the vacuum tube into the combining cone, where complete condensation takes place, and the whole of the available energy of the steam is transferred into work imparting velocity to the water jet.
Leaving the combining cone, the jet passes into the delivery cone, where this velocity energy is transferred into pressure energy, and, leaving the injector, it passes into the boiler.
A grease separator is fitted in the exhaust pipe line between the blast pipe and the injector. The duty of this unit is to remove any grease, dirt, or water, which may be carried along by the exhaust steam. It consists of a spherical casing, with inlet and outlet branches for the exhaust steam. At the bottom of this casing an automatic drip valve is provided through which the collected oil, water, etc., is drained off.
The mechanical stoker is operated by an independent horizontal two-cylinder, double - acting steam engine. (Illustration No. 4.)
The floor of the bunker is provided with an opening 18in. wide, extending from the front to the rear slope sheet of the bunker, and is covered by slide plates. The first plate is pulled forward leaving an opening through which coal falls into
The whole unit is controlled by the fireman, the speed of the engine being so regulated as to deliver coal to the firebox at any desired rate.
It is claimed that this type of stoker fires coal of all classes more economically than can be done by hand. Coal of all sizes can be used, as this unit automatically crushes it to the desired size.
The application of these syphons (Illustration No. 5) increases the circulation of water throughout the boiler, forming a large, valveless pump, which is automatically operated by the application of heat. The speed of the water in the syphons reaches 5ft. per second, and the syphon functions from the time the firing starts.
Circulation is induced in the following manner:— Water evaporating inside the syphons from the effect of heat applied in the zone of highest temperature, forms a succession of steam bubbles rising from the walls of the syphon. As these are disengaged from the walls they accumulate in large quantities in their passage upward through the body of water within the syphon. The expanding of each bubble and the accumulation of bubbles displaces solid water, which creates a constant unbalanced “head” of water in the barrel of the boiler, due to its greater weight per cubic foot as compared with the much lighter combination of steam and water within the syphon. The action of the force of gravity causes the heavier water in the barrel of the boiler to rush into the syphon through the opening in the lower part of the flue sheet. The power of this pumping, or syphoning, action will be better understood when it is considered that a cubic inch of water, when expanded into steam at 200lbs. pressure, occupies 115 cubic inches of space.
The great features embodied in the adoption of these syphons are:—Increase in firebox heating surface; constant and rapid circulation of water; equal temperature balance maintained through boiler; flues, stay bolts, etc., relieved of unequal strain caused by temperature variations, and a saving of from 10 per cent, to 12 per cent. in fuel is effected on account of increased heating surface and increased steam capacity.
This grate is arranged for operation either by hand or by steam. It is halved longitudinally, and each half consists of small sections of grate 2ft. 6in. wide by 12in. in length. Each section has a central portion, from which, at each side, project V shaped bars approximately 4in. long by 1in. wide at the base, and 3/4in. at the tip. (Illustration No. 6.)
The projections on one finger grate bar fit between similar projections on the adjacent bars, a small amount of clearance being allowed for draught when the fire is burning. The bar is held in suitably slotted carrier bars, and, by an arrangement of cranks and levers fastened to arms on the under side of the fire grate sections, these sections can be given a slight rocking motion, thus breaking up the clinker and cleaning the fire. A small steam cylinder placed below the boiler barrel just ahead of the firebox is attached to the rocking gear, and can be operated from the cab to rock the grate when desired. Two drop-grate sections are also included in the firebox to enable large pieces of clinker to be dropped into the ashpan.
The action of the reversing gear is, briefly, as follows:—
When the lever in the cab is moved, steam is admitted to a steam cylinder placed in line with another cylinder filled with an emulsion. This is called the cataract cylinder. The steam piston is directly connected by a piston rod to a piston in the cataract cylinder, so that both move together. The motion of the cataract piston is controlled by the emulsion passing from one side to the other, through suitable mechanism, giving a slow, even motion to the crossheads, which are fixed to the ends of the piston rod. One crosshead is connected by a reach rod to the weigh bar shaft on the leading power bogie, and the other to the corresponding shaft on the trailing power bogie. Any movement of the reversing gear is therefore transmitted directly, and without jar, to the reversing gear of the locomotive.
Owing to the large diameter (6ft. 6in.) of the boiler, it has been necessary for sand domes to be dispensed with, the sand boxes being placed in various positions about the wheels they will serve with sand. For the same reason the locomotives are fitted with an unusually low funnel, the height of which is only 8in.
The Pyle-National turbo-generator supplying electricity to the headlights, cab lights, inspection points, etc., is placed on the running board alongside the smokebox, and the whistle lies fore-and-aft along the boiler, on the side of the dome.
These locomotives (which have undergone successful trial runs) have been classified “G,” and will carry the numbers 98, 99 and 100. For the present they will operate from Taihape to Taumarunui, on the North Island Main Trunk line.
He had asked what makes the noise when an engine whistles, and what makes a car go when the motorman twists the handle. The worn-out mother protested: “Now, go to sleep, Charlie.”
“There's just one more question I wish to ask, mamma. What comes of the piece that makes a hole in a stocking?”
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Did you hear about the one-eyed Scotsman who demanded a half-price ticket to the movie?
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Two small boys, staring in a barber shop window of London, earnestly looked on as the barber went over his customer's hair with a singeing torch. “Blimey, Bill,” one of them ejaculated, “he's lookin’ for ‘emwiv a light!”
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The caller was young and quite charming.
“If you like,” said the man at the desk, “I'll have your poem submitted to the editor.”
“No,” she answered positively. “I'll read it aloud to him. I prefer to have the editor submitted to the poem.”
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First it rained and then it blew,
Then it hailed and then it snew; Then it friz and then it thew,
And then it rained, blew, hailed, snew, friz, and thew anew.
Doctor: “But, surely, my good man, you weren't so simple as to look for an escape of gas with a match?”
Patient (between gasps): “Well, doctor, it was a safety match.”
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Motorist: It's preposterous, old man. I'm an expert driver. What I know about driving would fill a book.”
Constable: “And what you don't know would fill a hospital.
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“Aren't you afraid the birds will eat your seed? You ought to put up a scarecrow.”
“Oh, it isn't worth it. There's always one of us in the garden.”
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The small boys of the country town were organising a cricket team. They had the promise of a field for their practice from the father of one of the lads. The great question was who should be chosen captain. Each in turn laid claim to the honour—the best bowler, the oldest lad, and so on, until all but one had spoken persuasively, even vehemently and threateningly of his candidacy. The one boy then said:
“My father owns this field, and if I am not made captain he will turn the bull into it.”
He was the captain.
Flood the Room With Music
— and listen again to the genius of the immortals bewitchingly played by the —
Gourlay
Foot Expression Piano.
The beauty of the Masterpieces—by Beethoven, Handel, and Chopin can be heard in your own home. Lighter operatic airs and dance music, all are correctly interpreted through this wonderful instrument in which science and art have been so skillfully blended.
The perfection of the Gourlay places it in the forefront of all the Player-Pianos and renders it the finest proposition of the Musical World to-day.
Chas. Begg & Co., Ltd., Dunedin, Auckland, Wellington, Christchurch, Timaru, Oamaru, Nelson, Inve cargill.
Sleep Life's cheapest Lwcury
A “Sleep-well” Mattress will give you at least ten years of luxurious. healthful sleep. Rolled edges, top and bottom—four rounded corners—tighter buttoning—and pure sterilised fillings—the “Sleep-well” will always keep its shape, will last longer, and will prove the most economical in the long run.
Obtainable at leading drapers and furnishers, from £3 10s. 0d. to £6 6s. 0d., full size.
The outstanding features of the mode are present in this youthfully chic two-piece model. A straight little jacket tops the sleeveless frock. It is equally effective in linen or flannel.
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Many women, and bobbed haired ones especially, are troubled with oily hair. If they shampoo at home, the result is more than likely to be unsatisfactory; the hair feels sticky, and is lacking in that glossy, well-groomed look that the bobbed head must have to be chic.
This is the reason the hair feels sticky; a filmy curd is formed with the soap, and this curd clings to the hair; even very hot rinsing water sometimes fails to dissolve it. While it remains, the hair will remain sticky and hard to manage.
The home shampoo can be perfectly successful if one will follow these simple directions:—
First, have plenty of hot water. Make a good heavy lather, scrub the head thoroughly, rinse with hot water, and then repeat the first operation, just as though you were starting the shampoo.
Soap thoroughly again, rub the lather in well, and rinse again, in hot water.
Then, for the next rinsing, add the juice of two lemons, strained, to the hot or warm water. The mild acid of the lemon will cut the curd and never injure the scalp or hair. A final rinse of cold water, and a brisk rubbing with clean towels finishes the shampoo. If the hair can be dried in the outdoor air and sunshine, so much the better. Avoid electric hot air dryers; the “hand dry” is more healthful to scalp and hair. Hot air dryers make the scalp oily and the hair brittle. It pays to take a little longer and dry the hair less violently, rubbing and fluffing it with the hands and dry towels.
Most bobbed heads require a shampoo every week, so it behoves the woman of limited means to learn to do the job at home.
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Plain and plaid flannel may be used for the suit featured in the illustration, for a five year old child.
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Ingredients.—4oz. arrowroot, 6oz. flour, 4oz. butter, 4oz. sugar, 2 eggs, 1 teaspoonful baking powder, 1/2 teaspoonful cinnamon.
Beat butter and sugar to a cream; whisk eggs to a froth; add them to the butter and sugar. Sift in the flour, arrowroot, baking powder and cinnamon, adding them gradually to the butter and eggs and beating well. Cook in moderate oven for about fifteen minutes in greased and floured patty pans.
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Ingredients.—3 teacups tomato puree (such as Heinz's), 2 tablespoonsful arrowroot, 3 tablespoonsful cold water. Celery, salt and pepper, cayenne, and a pinch of curry powder if liked.
Boil puree in saucepan, and add flavourings, then pour in the arrowroot mixed smoothly with the cold water and stir well. Keep at boiling point for eight to ten minutes stirring continuously. Pour into wetted mould and leave to cool. When cold, turn out on a flat dish and garnish with cold cooked peas, sliced tomatoes and cucumber, and a few sprigs of green parsley. Serve with hard-boiled eggs or fish and a little chutney or pickle.
Variations In Traffic And Revenue
1st April, 1928, to 5th January, 1929—as compared with last year.
Revenue.
Note.—“Minus” sign indicates decrease. In all other cases the figures indicate the increase in number, quantity or amount.
The total operating revenue for the Dominion shows an increase of £35,341 for the ten periods (280 days), as compared with the corresponding periods (282 days) of last year.
Extended operations of the bus services and a substantial increase in the goods traffic are mainly responsible for the increased revenue.
The increase in the number of passengers carried by the road motor services and the substantial increase in the number of both season and bearer tickets issued offsets the decline shown in “ordinary” train tickets.
The number of cattle and calves transported throughout the North Island and small sections shows a large increase, due mainly to the activity of the boneless veal industry in the earlier part of the current year and to the good prices ruling for beef and dairy stock. The position in the South Island is almost normal.
Sheep traffic in the South Island and small sections shows a large increase. The North Island decrease is due to wet weather holding up loading operations and delaying the fattening of lambs.
Timber traffic generally shows a decrease, due chiefly to several mills having cut out their contracts in the Auckland and Ohakune districts.
The tonnage of “Other Goods” conveyed by rail discloses a satisfactory increase of 84,500 tons, 4,000 tons greater than the increase of last year over 1926–27'. The main increases are in the Wellington. Christchurch and Dunedin districts. Heavy imports and exports, and consignments of manure throughout the country are the principal factory accounting for the increase. The decrease on the Westport Section is due to shipping fluctuations and adverse weather conditions.
Published by the New Zealand Government Railways Department, and Printed by Whitcombe & Tombs Ltd., Lambton Quay, Wellington, February 1st, 1929.
Commendations :
Bateman, J. E., Fireman and Acting Engine Driver, Kurow; Duncan, J., Stationmaster, Palmerston; Kelly, W. J., Clerk, Kurow; Olliver, R. F. E., Engine Driver, Kurow; Quaife, F. W. G., Guard, Kurow.—For their efforts in protecting Departmental property from destruction by fire at Kurow.
Bullott, F. W., Surfaceman; McCormick, W. R., Stationmaster; Puddy, G., Ganger (Donnelly's Crossing),—For their efforts in endeavouring to extinguish the outbreak of fire in goods shed at Donnelly's Crossing, and protect other Departmental property.
Christopher, H. H., Engine Driver; Mitchell, T., Fireman and Acting Engine Driver; Taylor, J. A., Cleaner and Acting Fireman, (Whangarei).—For their efforts in aiding to suppress fire in engine shed at Whangarei.
Crassen, L. J. C., Fireman and Acting Engine Driver; Patton, R. B., Stationmaster; Robertson, W. R., Cleaner and Acting Fireman; Tanner, K. F., Cadet (Glenhope).—For their action in attempting to suppress fire in hut at Glenhope.
Dickson, J. C., Guard, Auckland.—For alertness and action in bringing the matter of misuse of privilege ticket under the notice of the Traffic Inspector.
Duncan, A., Outdoor Transport Assistant, Christchurch.—Suggestion re receptacles for used paper drinking cups.
Gorton, P., Guard, Springfield.—For his efforts in aiding to extinguish fire on bridge.
Hall, J. W. T., Casual Carpenter, Newmarket.— Suggestion re sectional building of wagons.
Higgs, W. T., Clerk, District Storekeeper's Office, East Town.—Suggestion re use of hessian for upholstery.
King, W. H., Leading Fitter, Thorndon.—Suggestion re fittings at Otira Power House.
Langford, N. H., Engine Driver, Greytown.— For supplying information re persons causing damage to Department's hoarding at Greytown.
Railway excursions are a feature of summer life in Canterbury. In no other part of the Dominion do so many people travel for picnics by rail; before the present season closes, the Railway Department will have provided over 100 special trains for this purpose. The fact that thousands make use of one-day excursions in this province is due, in a great measure, to the up-to-date business methods of the local officers of the Department. For the past year or two, a responsible officer has been detached each spring to interview school committees, employees of large firms, trade unions, lodges and other organisations, telling them of the facilities offered by the Department, where to go, at what cost, and the most suitable dates. The success of his efforts has fully warranted the innovation. In the handling of picnic traffic, a spirit of co-operation now rules in the various branches of the Department, and from the Traffic Manager to the newest porter, every employee does his best. In fact, the service now given to one-day excursions is as good as that given to express train passengers. A fourth factor in rail travel popularity in Canterbury is the courtesy that the public receives on all sides from the various railway staffs.—(“Star,” Christchurch.)
The following particulars of the loan transactions of the Public Trust Office and new business reported during the month ended 31st December, 1928, have been supplied by the Prime Minister (the Right Hon. Sir Joseph Ward):—
“The amount paid out in settlement of new loans was £153,851 3s. 3d. Further new loans were granted to the amount of £91,794, and the total of new loans now awaiting completion is £426,070, while offers of loans less than the full amounts applied for amount to £147,146—a total of £573,216. Applications for additional new loans amounting to £303,549 are now under consideration. Notwithstanding the intervention of the Christmas holidays, estates of a value of £333,128 were reported and accepted for administration during the month. On 31st March, 1928, the total value of the estates under administration was £44,155,548, and the new business for the nine months ended 31st December last (£5,012,644) exceeded that of the same period for the previous year by £457,592. Some 484 new wills appointing the Public Trustee executor were deposited for safe custody with the Public Trustee by living testators, and the total number now held is 61,624, representing an estimated present value of £241,800,000.”