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The New Zealand Railways Magazine is delivered free to all employees in the service of the Railway De partment, to the principal public libraries in the Dominion, and to the leading firms, shippers and traders doing business with the New Zealand Railways.
It is the officially recognised medium for maintaining contact between the Administration, the employees, and the public, and for the dissemination of knowledge bearing on matters of mutual interest and of educative value.
Employees and others interested are invited to forward to the Editor, the New Zealand Railways Magazine, Head Office, Railways, Wellington, articles bearing on Railway affairs, news items of staff interest, suitable short stories, poetry, photographs, pen and ink sketches, etc. The aim of contributors should be to supply interesting topical material tending generally towards the betterment of the Service.
Contributed articles should be signed. If to appear over a nom-de plume this should be stated.
In all cases where the Administration makes announeements through the medium of this journal the fact will be clearly indicated.
The Department does not identify itself with any opinions which may be expressed in other portions of the publication, whether appearing over the author's name or under a nom-de-plume.
The initiation this month of a railway excursion period for autumn travelling marks the completion of a liberalising policy in relation to school vacations that is assured of much appreciation from the public.
It is not many years since the holidays at primary and secondary schools were synchronised by the adoption of a similar three-term system. Most parents will remember the days when “primary” and “secondary” scholars could never have a long holiday together excepting at Christmas time. The application of the three-term year to the primary schools was a sensible reform, for besides bringing about a coincidence of vacations it provided useful breaks in the work during autumn and spring—two good holiday seasons—in place of the rather cheerless, unassociated winter holidays previously in vogue.
The granting by the Railway Department of concessions to school boarders returning home at vacation times is a practice which dates back a long way. It remained unchanged until the spring of last year, when, for the first time, other school children besides boarders were given the advantage of excursion fares for their holidays.
A further and far-reaching extension is now made, for the concession is to have universal application for “children and grown-ups too.” It means that instead of only the two periods (Christmas and Easter) during which a general issue of holiday excursion tickets was made, there will now be four periods in each year when excursion travelling will be available to the general public.
In a country like ours, where farming pursuits are of primary importance, it can well be understood why at Christmas and Easter the towns are thinned of people while the country is crowded. In the ordinary course, and given equivalent freedom of movement, the balance would probably be the other way; but while thousands of town-dwellers are able at these times to gratify their desire for change by having “a holiday on the land” or making “a visit to the farm,” the members of the rural population are in the midst of their busiest periods and consequently cannot make a corresponding invasion of the towns. So until now the holidays of large numbers of people living in the country have had to be taken when only ordinary rates were available, with the result that the stimulus which low fares give to travelling has not, in general, reached the primary producers.
Then, too, there are large numbers in the towns who are busiest when the majority are on holiday. To these, also,
In continuation of the Railway Department's policy to make the train service as helpful as possible to New Zealand's people—the owners of this great enterprise—this autumn will bring the beginning of a new order of cheap excursion fares during the school holidays.
Previously a concession for the autumn vacation has been available only for school boarders for the journey home and back, but the privilege now will not be subject to any restriction.
The whole of the public throughout the Dominion will be able to take advantage of this concession, which will be particularly welcome to folk who cannot conveniently have holidays during the summer excursion period. It is well known, of course, that the great majority of farmers are held close to the land by their productive work during the summer when other New Zealanders are able to go on cheap holiday trips by rail. The new arrangement puts the summer and autumn excursionists on the same basis of cheapness for healthful outings.
Equity is the main consideration in this extension of the excursion system, but I am confident that it will justify itself, in the business sense, with a large increase of passengers, as similar progressive enterprise has justified itself during the past summer. The Department will persevere with its efforts to encourage the people to benefit themselves by the safe, cheap, and comfortable service of their own railways.
It is to be expected that the public will require some time to adjust themselves to the two new travel periods. The long unrelieved stretch between Easter and Christmas has encouraged the development of the polar-bear habit of hibernating during some of the best travelling months of the year. If the new concession results in added numbers travelling further and more frequently about the Dominion, it will serve the triple purpose of equalising excursion facilities as between town and country, increasing the knowledge, improving the health, and broadening the outlook of our own people, and supplying a valuable addition to the revenue earned by the National Transport System.
Readers of the Magazine are reminded that they may now forward their accumulated copies of the second volume (April 1927, to April 1928, inclusive) for binding purposes. The book will again be done in cloth with gilt lettering. As on the previous occasion the loose copies are to be handed to the nearest Stationmaster, who will forward them free, and with the owner's name on the parcel, to “The Editor, N.Z. Railways Magazine, Wellington.” When bound, the volumes will be returned to the forwarding Stationmaster, who will collect the binding charge (5/6) when delivering to sender.
It will be necessary for those desiring to have their copies bound to forward them not later than the 30th June, 1928.
The design on the cover of this month's issue asks the above question. In order to stimulate interest in the competition and to assist in making an effective appeal to readers of the Magazine, a prize of two guineas is offered for the first correct answer opened. The competition is free to everyone. Answers should be addressed to the Editor, N.Z. Railways Magazine, Wellington, in envelope endorsed “Parrot Competition.” The envelopes will be opened on 8th June.
Readers of the Magazine will be interested to learn that it has been decided to enlarge the journal. Commencing with our June issue it will appear in sixty-four pages instead of forty-eight, as hitherto.
On Thursday, 29th March, the pretty little East Coast town of Tauranga decked itself in its holiday best to mark the occasion of the formal opening of the railway line between Waihi and Taneatua.
Constructional work on this section was commenced as far back as July, 1910, but had been subjected to many interruptions. A shortage of labour during the war period necessitated a cessation of operations from March, 1917, to January, 1918, since when work between Waihi and Tauranga has been carried on steadily. With the exception of a section of about 18 1/4 miles between Tahawai and the Wairoa River, for which a contract was let to Sir W. Armstrong Whitworth and Co., the work of construction has been carried out by the Public Works Department.
The length of the line between Waihi and Taneatua is a little over 98 miles, and in this length are 33 station yards. There are also 81 bridges of a total length of 12,192 feet (over two miles).
The opening of the new line, which provides railway communication from the eastern terminus at Taneatua with the North Island Main Trunk line at Frankton Junction, has been eagerly awaited by East Coast residents who, hampered by inadequate harbour facilities, have long recognised that the line was essential to the development of the district. It can, therefore, be imagined that the official opening ceremony would be the occasion for an unprecedented and enthusiastic gathering of settlers and townspeople. As a matter of fact, the estimated number who availed themselves of the Department's free train service was 5000.
The arrival of the first train was the signal for an outburst of cheering and a haka by the Maoris lined up on the platform. The Prime Minister and Minister of Railways, Rt. Hon.
Introducing the Prime Minister, Mr. R. King, Chairman of the Tauranga County Council, expressed the appreciation of the residents of the Bay of Plenty to Mr. Coates for his action in coming to Tauranga at great personal inconvenience to open the railway.
Mr. Coates was greeted with applause. It was with great pleasure, he said, that he had managed to make this flying visit. Tauranga always appealed to him because of its beautiful setting, benign atmosphere, and glorious scenery, which were unsurpassed in New Zealand.
“Tauranga is a town of great historical associations,” he continued. “The white pioneers did not come here without difficulty, for in those early days they had to take on these gentlemen
Mr. Coates went on to say that in 1920 he remembered the need of the continuation of the East Coast Railway being forcibly advocated in the House of Representatives, particularly by the late Sir William Herries, whose name should be revered by all. (Applause.) At that time, the speaker believed, he had carned a good deal of unpopularity because, as Minister of Public Works, he had asked the people of the Coast to leave the question of the railway in his hands to deal with in accordance with his policy of linking up certain non-paying lines. Under that policy the work at Tauranga had to be stopped temporarily, and he well remembered the “scornful howl” raised from one end of the district to the other. But he put it to them now that the construction of that railway was in reality a wonderfully creditable performance in a small country. (Applause.)
“You have a great district and a great people settled in it,” the Prime Minister added, “and I hope you will stick to your own railway service. You have a good motor and an up-to-date boat service, I know, but all we ask is that you give us a fair share of the trade and custom.” (Hear, hear.)
The Hon. K. S. Williams, Minister of Public Works, expressed confidence that when the railway was getting and giving a good service, vast improvement and development would take place in the Bay of Plenty. He appealed specially to the Maoris to patronise the railway, particularly in the carriage of their maize and kumeras.
At the conclusion of the speeches Mrs. Macmillan cut a ribbon held at the ends by two little girls, pakeha and Maori—Miss Eileen Dive, daughter of the Mayor, and Miss Rangihoie.
Cheers were given for Mr. B. C. Robbins, secretary of the celebrations committee, whose efforts had so completely been crowned with success.
The institution some years ago of a general conference of officers representative of the railway systems in Australia and New Zealand has been attended with much benefit to the States concerned.
In view of the isolation of the New Zealand lines from those of other countries, these conferences should prove valuable to this Dominion, and all the members who have attended the conferences have gained most useful information.
Mr. G. S. Lynde, O.B.E., A.M.I.Mech.E., M.I.Loco.E., Chief Mechanical Engineer, who was selected to be chairman of the conference this year, was the only representative from New Zealand who attended, and on being interviewed on behalf of this Magazine gave some interesting details of his visit.
“I was able,” said Mr. Lynde, “during my brief stay in Australia, to visit the railway workshops of the New South Wales, Victorian, and South Australian States, and was much impressed with the progress made in introducing the most modern methods and appliances for the manufacture and repair of locomotives and rolling stock. Their design of locomotives has reached a high stage of development, the new “Pacific” and “Mountain” types of locomotives include many new features that tend towards efficiency in operation and economy in running.
“I was particularly interested in the electric development of Sydney's suburban area lines, and in this connection visited the Walsh Island dockyard and engineering works of the Commonwealth Government. By the courtesy of Mr. Waters, the General Manager, I was shown over these works, which to-day employ about 2000 men, and have been equipped to cope with any engineering requirements of the Commonwealth. Among the work which they are at present engaged on are contracts for supplying electric rail steel motor cars for Sydney's new underground railway, the contracts including 100 cars (of which 50 have been delivered) and 200 trailers (of which 45 have been delivered).
“The dockyard is on the Hunter River, about two miles from Newcastle and immediately opposite the Broken Hill Proprietary Company's steel works, this site being selected on account of its close proximity to the coalfields of New South Wales, where cheap power and an immediate supply of materials and labour was available. The extent of the works may be gauged by the fact that they cover 145 acres, while a further 105 acres are available for extensions.
“The three-section floating dock now being constructed there has a length of 630ft., a width of 113ft., 82ft. between fenders, and is capable of docking a 10,000-ton cruiser in a damaged condition, i.e., with 15,000 tons displacement, and can accommodate the largest vessel trading to Australia.
Other places visited were the Westinghouse Brake factory, at Concord, and also Messrs,
“Through the courtesy of Dr. Bradfield, the designer, and Mr. Ennis, the chief engineer of Messrs. Dorman Long, the contractors, I was afforded the opportunity of viewing what I consider is one of the most impressive features of Sydney,” continued Mr. Lynde, “namely, the new harbour bridge, which is to be the largest bridge undertaking in the world. This will provide a broad highway for railway, vehicular, and pedestrian traffic between the city proper and the northern suburbs. The great expansion which Sydney has witnessed in recent years made the provision of either a high level bridge or a subway necessary. Public opinion was greatly in favour of the high bridge idea, the high rocky foreshores on either side of the harbour facilitating this method. The clearance was fixed at 170ft. at highwater, which will enable the masts of the largest steamers trading, or likely to trade to Australia, to pass under the bridge without any obstruction from it. This headway is 35ft. greater than that provided under the Brooklyn Bridge and other viaducts across the East River, New York, and is 20ft. greater than that provided at the Forth Bridge of Scotland and the Quebec Bridge of Canada. It is estimated that when working at its maximum capacity 168 electric trains, 6000 vehicles and 40,000 pedestrians will be able to cross the bridge in an hour. The bridge provides for four lines of electric railway, roadway accommodation for six lines of vehicular traffic, and two footways each 10ft. wide. There is no provision for tramway services across the bridge. Each line of railway is designed to carry two electric locomotives weighing 160 tons each, followed by a train 1000ft. long weighing one tonper foot; four adjacent axles of the locomotives each having a load of 25 tons. The type of bridge is that of the two-hinged arch, this being the most rigid type which could be constructed. The bridge now under construction will have five steel spans at either side of the harbour, and will cost over £4,000,000. The approaches are of concrete, partly arched viaduct, and partly earthen embankment between concrete retaining walls.
The photographs included with this article give some idea of the rapid progress being made in the construction of this great viaduct which will serve to carry the railway lines emerging from the underground railway that now make Sydney's passenger traffic so much simpler than it was when surface travel was the only means available for traversing the city.”
Mr. Lynde was indebted to the railway administrations in the States visited for the splendid opportunities given him of inspecting transport development in Australia.
“I cannot say too much,” said Mr. Lynde, “in regard to the wonderful courtesy shown by the Railway Commissioners, Chief Mechanical Engineers, and other administrators towards me, as New Zealand's representative, during my recent visit.
“While in Newcastle I enjoyed the privilege of inspecting the Richmond Main and Pelaw Main collieries, owned by Mr. John Brown. I have been down many pits at Home but have never seen so perfect an organisation as these. I went below at Richmond Main some 800 feet, where one finds the latest coal cutting machinery, well-lighted tunnels and good ventilation, whilst the screening arrangements on the surface are
The provision of automatic couplers has seriously engaged the attention of several of the lines. I spent some time on this subject with the respective Chief Mechanical Engineers and visited the steel works where these are being made in large quantities. The transition period coupler used is ingenious and effective, and the ease and freedom with which shunters couple and uncouple wagons fitted with the coupler makes one reminiscent of Canada and U.S.A., where automatic couplers are universally used.
The comfort of the carriages and the fine facilities provided for the conveyance of travellers were among the features of travel in Australia noted by Mr. Lynde.
“In the observation car by which I travelled it was a great asset to have a telephone placed on a writing table connected up with the city exchange right up to the moment of departure. This is now a common practice in Australia, and is greatly appreciated, particularly by business men, as it gives them an opportunity to keep in touch with their affairs up to the last possible moment, and proves particularly convenient in cases of emergency for other passengers in the event of sickness or other news of an urgent nature.
“The construction of the ears is admirable, and the furnishings tasteful, comfortable and attractive. There is nothing left undone which might add to the pleasure of train travel on a journey between Sydney and Melbourne, and in the Victorian area the 5ft. 3in. gauge has given designers a great opportunity, of which they have availed themselves fully, for adopting additional comfort-giving adaptations of luxury travel furnishings.
“I returned from the conference assured of the value of such gatherings and of the progressive spirit that animates the men of the railways in that country. The conference agenda was the longest yet submitted, consisting of 215 items, interchange of ideas and experience being most freely given, to the benefit of all concerned.”
The train traveller leaving Auckland city by the Main Trunk line quickly finds himself-out in the widespread residential districts that leisurely cover practically the whole isthmus between the twin harbours of the Waitemata and the Manukau. As one leaves the city levels there are glimpses of the glistening expanse of the Waitemata Harbour, here a calm steel mirror, there a river of blue oil, great reclamation works on its southern side, green rounded hill cones and clustering white buildings along the North Shore; steam liners and white sails; and the dark blue of the outer waters, the Hauraki Gulf; the white cliffs of Motutapu and Motuihi topped by dark groves and verdurous slopes; far beyond the whaleback and ram-bow ranges of the outer wardens, islands and shadows of islands. Old Rangitoto—that perfectly circular mountain island of lava—dominates all; its blue-peaked crater rim cuts the sky beyond the soft-green foreland of the North Head.
In the foreground are the pretty homes and gardens of the suburban dwellers, and the gentle undulations of the Remuera and Orakei slopes, terminating in pohutukawa-fringed headlands. Those soft slants of Ohinerau, the place of a Hundred Maidens, going down in delectable lines from Remuera's little mountain—called Mount Hobson after New Zealand's first Governor—are a perfect picture of peace, wealth, and beauty to-day, with the homes of modern comfort and luxury, shaded by plenteous tree-groves and with gardens of subtropic blaze and loveliness. It is curious to learn, as one does from the old records, that all these Remuera and Ohinerau slopes where Auckland's wealthiest homes now stand were bought from the Maori chiefs of the Ngati-Whatun tribe some eighty years ago for £200.
Commanding all this garden and orchard land is Remuera Mount, one of the smaller volcanic cones of the Auckland plains; we see it on our left just after we pass the busy railway station and workshops at Newmarket. It was the view from this little mountain top that Sir John Logan Campbell, the “Father of Auckland,”, found so entrancing in 1840, as he gazed over this all but unpeopled isthmus, with its wonderfully dovetailed sea and land, that he described it as the most beautiful panorama in the wide world, and Auckland's site as a second Corinth.
A little further on, as we pass Ellerslie, with its splendid racecourse, its flower gardens and lawns, we see on our right the noble hill park of Maunga-kiekie which is for ever associated with Logan Campbell's name. It is variously called, besides its Maori name (which means “mountain of the climbing plant,” Astelia Banksii), One-tree Hill and Campbell Park. The conical hill that crowns this great recreation ground of 400 acres, Auckland's grandest park endowment, is the last resting-place of the pioneer citizen who gave it to the people, and who was buried on its summit in 1912. A statue of the fine old man stands at the entrance to the park, but the green mountain itself is his greatest and all-sufficing monument.
Materialism—the quest of unromantic roadmetal—has disfigured some of the old volcanic comes of the isthmus. Fortunately, Maunga-kiekie, with its three terraced craters and its trenched and pitted pinnacle that was once a great Maori citadel, has escaped the spoilers, but most of the other graceful little mountains, including Mount Eden, have suffered from the roadmakers’ quarrying works.
Now we are well out on the plains of rich volcanic soil, with here and there an ancient lava flow, that the Maoris of old called Tamaki-makau-rau, or “Tamaki of a Hundred Lovers.” This was debatable land, contested by many tribes, who fought for these food-teeming lands of warmth and fertility, and for the bays and estuaries and creeks that yielded a continuous harvest of delicious fish and shellfish—the kaimataitai, or food of the salt sea. It was, however, a land of peril, for it was traversed by warparties from north and from south, and the inhabitants had ever to be on their guard. They lived in terraced and trenched and stockaded villages on the hilltops; this Tamaki-makau-rau Plain was anciently a bristling series of mountain castles, with plantations around the mountain bases and in the sheltered hollows of the lower craters.
Away on our left, rising like a massive monument to the warrior might of the vanished race, is the lofty round mountain Maungarei, called by the pakehas Mount Wellington. It commands the tidal river Tamaki, which comes sweeping up round its base, and it must have been a formidable fortress in the pre-European era, when its serried terraces, one rising above the other to its scarped summit, were occupied by stockaded dwellings and storehouses. Near its base were the large palisaded towns of the Ngati-Paoa tribe captured by Hongi Hika and his Ngapuhi musketeers a little over a century ago.
The stone walls, constructed of rough blocks of blue - grey lava from the tossed-about volcanic-rock streams, are a feature peculiar to these Tamaki-Manukau levels.
Now the spreading city and suburbs shade off into the country, and beyond Otahuhu and Papatoetoe we are fairly out in the small-farm area. Otahuhu, where the Tamaki tidal river and the of the Manukau almost touch each other, is an olden canoe-portage of the Maoris; here they could cross from east coast to west. Here, too, is historic pakeha soldiering camp-ground. Otahuhu was the first field base of the British and Colonial troops in the Waikato War; here Auckland's citizens were mobilised for service against the Maoris, and there was a great canvas camp, besides a stockade in which defaulters broke blue metal for the military roads, did pack drill, and—if they were British “Tommies”—took their doses of the “cat” at the triangles for offences against discipline. The railway runs parallet with the Great South Road, along which thousands of soldiers marched in 1863 and 1864, with rumbling guns and miles of transport carts.
The headwaters of the Manukau Harbour gleam here and there to the right; softblue in the distance on the other hand to the east are the rumpled ranges of the Wairoa and Hunua.
Papakura (20 miles)—the name refers to the rich red soil of the plain—is an inviting rural place, with its well-grassed fields, its large areas of root crops and fruit groves, its old-settled air. The churches here were fortified in the war days, there were redoubts by the roadside, and there was skirmishing in the bush yonder up to the left a few miles from the township. Sixty-odd years ago all this plain, like the ranges yonder, was practically one great forest, with a few clearings in which the pioneer settlers had their homesteads, and where Maori communities lived and cultivated. Hereabouts
The Great South Road is henceforth on our left for many miles until we reach the Waikato. The road was cut through the dense bush, with here there a clearing where settlers had taken up holdings before the war. The forest here was largely puriri, a handsome tree of spreading oak-like habit; remnants exist in many parts, shading the farmsteads. That road led over the Pukewhau range of hills, through the site of the present high-set village of Bombay—it was Williamson's Clearing in those days—and down to the Queen's Redoubt at Pokeno, General Cameron's advanced field base.
Our rail - line keeps to the plain six or eight miles to the west of the up-and-down road, which was built before the present town of Pukekohe (31 miles) was founded. Where this busy centre of the South Auckland farming country now stands was a swampy forest of white pine and puriri; the earlier settlers preferred the good slopes on the east and the undulating country on the west, about Mauku and Patumahoe. Maori and settler made life interesting for each other hereabouts towards the end of 1863.
From Pukekohe Town we can see, less than two miles eastward, on the high rim of an old crateral valley, the little white-painted Presbyterian church of Pukekohe East, which was a stockaded garrison-house in the war days; it was the scene of a thrilling fight between a little band of armed settlers—there were only twenty-three of them—and about two hundred Maoris. British reinforcements came in briskly with the bayonet and relieved the hard-pressed defenders.
On the other side of the line, over yonder at Mauku, a pretty church which is still standing was fortified with a stockade and loopholes, and there were two little bush battles near by.
Up yonder on the switchback hills, culminating in the Razorback Ridge, the old military road was a highway of peril. Convoys and road parties were always in danger of ambuscade by the bush-roving bands of Maoris, and forest skirmishes cost some lives. The tatooed bushmen made a useful haul one day when they charged out on a party of the 40th Regiment who had stacked their arms while they worked with axe and saw widening the road-clearing. The Maoris shot a couple of soldiers and carried off twenty-three rifles and pouches of ammunition. In another affair they killed five soldiers. After this sort of thing large covering parties marched with the transport carters who hauled huge quantities of stores to the Army base at Queen's Redoubt.
We see the grassed-over parapets and the wide trenches of that big camp-ground close to the present Pokeno Station (40 miles). The redoubt was 100 yards square, with rounded bastions at each angle; a farmhouse now stands in the middle of the entrenchment. A short distance to the north of this olden camp is the Pokeno military cemetery, where there is a
That slow-running, muddy creek we cross just as the glimmering Waikato River comes in sight is the Mangatawhiri, a name of much significance in the early “sixties.” Power-launches now ply up and down the curving stream, taking stores to the farmers up-river, bringing down their cream to the dairy factory. Maori canoes and British cargo boats made lively business here in 1863, and British regiments went marching over the Royal Engineers’ bridge; for this was the frontier then. This inconspicuous creek was the border-line between pakeha and Maori before the great invasion. The crossing of the Mangatawhiri by Cameron's forces, in July, 1863, was the signal for fighting. The building of redoubts on the northern horn of the Koheroa Range, just over there on our left, was quickly followed by a battle on the summit of the clay ridge, where British bayonets put the Maori trench-fighters to the rightabout.
A few minutes’ traversing of a swampy flat brings us alongside the broad stream of the Waikato, New Zealand's most historic and most commercially useful river.
Mercer (43 miles), named after a Royal Artillery captain who fell mortally wounded in the storming of Rangiriri, was originally called by whites Point Russell after the Auckland politician who was Minister of Defence in 1863. The Maoris have adopted the name in part, and to-day call it Te Paina (“The Point”). Mercer is a shipping port as well as railway station. River steamers trade down to the Heads and upstream as far as Cambridge, sixty miles away. In the days when it was the head of the iron way travellers to the Waikato took passage here for Ngaruawahia and farther up by the paddlesteamers that went steadily flapping their way up against the strong river. Some of these early days steamboats traded up as far as Alexandra, on the Waipa River. Preceding this peaceful passage era was the military period, 1863–66—the three years during which British regiments occupied the conquered Waikato.
A relic of those times stands near the river bank to-day—one of the two iron turrets or cupolas of the armoured gunboat “Pioneer.” This circular turret, with its apertures for rifle fire and its embrasure for a gun, now forms the foundation of Mercer's memorial to its soldiers who fell in the Great War.
In this article I am going to forego personal observations and quote from another writer. The following, by Chas. E. Carpenter, President of the Houghton organisation, is as good as gold. He says:—
“Originally the blacksmith, the shoemaker, the harnessmaker and the wagon-maker was an individual by himself. He did not have to cooperate with anyone. He had the delightful opportunity of conducting his business and doing things as he wanted.
But the moment a ‘journeyman’ was taken on, then the journeyman had to co-operate with the boss and the boss had to co-operate with the journeyman, because the boss could discharge the journeyman and the journeyman could quit if things did not go to the liking of either. It was only the boss who could co-operate, who was competent to add additional journeymen, and only the journeyman who could co-operate who was able to advance to the position of the boss.
This very same principle has continued to prevail with the development of industry and, as it was in the beginning, so it is now, the keynote of success to every organisation.
It makes no matter how much you know; how efficient you are; how loyal you may be or how hard you are willing to work; if you do not co-operate, all of your other virtues are cancelled in the modern present-day business organisation.
And what does ‘co-operation’ mean?
It means ‘getting along with the other fellow.’
That is all it means.
The member of any business organisation who thinks he demonstrates his value to the organisation by spending his valuable time in proving that he is right and the other fellow wrong, has a wrong slant on the meaning of co-operation.
The pest of any business organisation is the chap who spends the company's money dictating long letters disputing with someone else. Dispute is not co-operation, but the opposite thereof.
We would not go so far as to endorse Andrew Carnegie's statement that ‘a co-operator wrong is worth more than a disorganiser right,’ but we will say that Carnegie was not entirely wrong in his estimate of both.
Carnegie once said that Charlie Schwab was the greatest co-operator with whom he was ever associated.
Mr. E. T. Beford, who is dear to the memories of the entire Houghton Organisation, said, in his recent article paying tribute to John D. Rockefeller, that Mr. Rockefeller's greatest asset was his ability to cooperate. Mr. Rockefeller has always been noted for his patience with his associates with whom he did not agree.
Littleness of character is always demonstrated by the ugliness of those who prove themselves right against those who are found to be in the wrong.
One day, when the Old Man was in conversation with a group of the executives, he was asked to what he attributed his advance from the position of office boy to that of President of the Company?
‘Being right as often as possible, and then being as charitable about it as possible. Avoiding, above everything, being disagreeably right.’
When one is right one can afford to be liberal if one has a big mind. To be right and then
If a business organisation could be made up of 100 per cent. of those who were always 100 per cent. right, that business organisation would soon control the business of the world. There would be no limit to its possibilities.
Fortunately, Nature has provided that no person can be right all the time, and thus the might of every human being is limited.
The great successes of the mighty business corporations have not been due to dishonesty as it is too often claimed. Big Business has succeeded solely and entirely because of co-operation. Questionable practice on the part of Big Business has been its liability and not its asset.
If you cannot co-operate you have no useful part in a business organisation and had better get out and go into some business where nothing but your own individual abilities count.
A good refreshment stand on the roadside requires no particular amount of co-operation. Or you might get a good news stand or a newspaper route. But don't ‘kid’ yourself into believing that you are going to get very far in a business organisation by disagreeing with everyone, and rubbing it in when, perchance, you happen to be right.”
In an interesting article on “The Empire by Rail,” which appeared in a recent issue of the “London Times,” the writer, after journeying in imagination over the various railway systems of the Empire, describes a journey by rail in New Zealand as follows:—
“Except to those who take their pleasures statistically, the abiding memory of railway travel in New Zealand is undoubtedly the first sight of the Southern Alps. Christchurch—delightful Christchurch nestling like a grey cathedral city transplanted from an older world—is left in the morning, and Dunedin is a day's journey ahead. The train wanders without undue haste through green fields and neat dairy farms. Suddenly, as the mists lift, the horizon seems bounded by a distant wall. ‘Aotea Roa—the long white cloud’—was the description given to the mountains by those desperate founders of the Maori race 600 years ago, who, in their canoes far out at sea, scarcely dared to believe that land was in sight at last. And like a long white cloud indeed the peaks of the range, culminating in the majesty of Mount Cook itself, may be seen from the train at Timaru as an eternal memory of those happy islands in the South.”
“Well, here we are once again!”
It was the toy horse who spoke, as he trotted across the table where he had been standing so still before the clock struck the midnight hour.
“Yes, here we are again!” repeated the little blue soldier, as he laid aside his gun. “Oh! I am stiff! You know that gun gets heavy after awhile.” He stretched his arms as he spoke, then turned quickly round to assist the Spanish Lady doll from her place among the boxes.
“Good Evening, Master Soldier. I am pleased to see you so fit again! And how well groomed you look, Grey Beauty! Why, what ever is the matter little dancing doll?”
The little pink and white dancing doll had just joined the party, and she was sobbing bitterly. The front of her ballet dress was quite limp from the tears that had fallen upon it!
“Oh, dear! I am so lonely! Do yow know a lady came in to-day and bought my dancing partner! She, she s'said, she c'couldn't afford to b'buy both of us!” And she cried harder than ever.
“Well! Well! Well! What is the matter now?” squeaked the Jack-in-the-box, as he bounced up from his box.
“Her dancing partner is sold,” explained the toy horse, and he looked sad too!
“Oh, don't cry little dancing doll!” soothed Master Jack. “I heard the lady tell the Boss that she will come in next Friday and buy you. She hadn't enough money to buy you both together,” and he patted her hand.
“Oh, did you really hear her say that?”
“Sure, I did.”
The little dancing doll cheered up, and she smiled through her tears.
“Oh! How relieved I feel!”
“Hey!” cried the Spinning Top as he whirled up to them. “How about a game?”
“Oh, yes!” croaked the toy frog. “Let's have a game of leap-frog!” and he started by leaping over the little dancing doll.
What a lovely game they had! And they played and played till they couldn't play any more. They sat down to rest for awhile, while the Storybook told a story.
“Oh, I would love a cup of tea!” sighed the Spanish Lady, “I am so thirsty!”
“Well, then,” said the Teapot, “I'll make you some if the Cups and Jug and Kettle will help!”
“Why, of course we'll help!” chorused the Teaset. “We'll have a tea party.”
“Oh, how lovely!” chimed in the little dancing doll. “And I know where the biscuits are kept! I'll go and get some,” and off she went.
How busy they all were for a while! And what a merry company they were as they sat round the little table! The toy engine told the funniest story going, and afterwards the music-box played the loveliest tunes!
“Let's have a game of hide-and-seek!”
Off they went again, the gayest little party in the world, and the happiest. Then suddenly, in the midst of the fun—ding dong! ding dong! “Time to knock off!” warned the clock as he struck the hour.
One by one the little toys scrambled back to their boxes.
“Good night, Toyland! We'll meet again tomorrow night! Good night!”
Having run their course several of the locomotives imported by the Department in 1901 from America have been dismantled at Newmarket Workshops. Twenty-seven years would appear to be a rather short life for locomotives as we know them in New Zealand. The fact that some of the engines imported from Britain as far back as the middle seventies are still running well and giving good service, is excellent proof of the staying quality of the British-made article.
The Department has not ordered any locomotives from America since 1901 (with the exception of ten from the Baldwin Works at Philadelphia during the war), its locomotive requirements being supplied by its own and other N.Z. workshops (supplemented occasionally by locomotives of British manufacture). With the completion of the Department's workshops building programme all locomotive and other rolling stock will be manufactured in the Dominion.
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In an editorial article on “The Railways and the Motors,” the “Grey River Argus,” in its issue of 14th April, makes the following observations, which will be read with interest by all railwaymen:—
“The State undoubtedly has, in the matter of transportation, done for New Zealand far more in the provision of cheaper service, and thereby in developing the country in a uniform way, than private enterprise would have done in the absence of public enterprise. The public cannot afford to forget that fact. If the masses should ignore it they would be the ultimate losers because their travel and transport would eventually become more costly than it is to-day… The producers, farmers, millers, coal producers, owe a lot to the railways, and they would never get the same consideration from private motor interests, and since the whole community is dependent as much on the cheap transport of commodities as of persons, it cannot afford to patronise a service which caters only for light traffic. If, however, the motors are allowed to make inroads on railway transport in a gradually increasing degree, the ultimate result must be very serious for New Zealand generally.”
Apropos of the above, it is interesting to place on record the decision of the Waikato Hospital Board that in future the goods required for the hospital shall be transported from Auckland by rail, instead of by motor lorry as was the custom hitherto. The chairman of the Board (Mr. Campbell Johnston) said that while no doubt a saving was effected by the present method, the question for the board was whether a public institution such as the hospital should not use the railways. The decision to do so was unanimous.
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Russia has for long been the black spot upon the railway map of Europe, but at the present time a determined effort is being made to effect the rehabilitation of the railways of this unlucky land (writes our London correspondent). Prior to 1914 there were some 42,500 miles of track operated by the Russian railways, and the chief aim of the authorities is to bring up to an improved standard of maintenance the main lines running east and west throughout the country. Heavier locomotives, improved passenger carriages, and freight vehicles of higher capacity are being introduced, and bridges are being strengthened to meet the new conditions. At the Putilov locomotive works, near Leningrad, new locomotives are being turned out on a large scale, the majority of these being of American design.
Passenger trains in Russia are of three types. One consists of mixed passenger and goods trains, another of slow passenger trains, and the third type is of express passenger trains for main line working. On the latter trains it is usual to charge an excess fare of 25 per cent. The Russian railways are now making a determined bid for long-distance passenger business by advertising the cheapest and fastest route from Europe to the Orient, with a weekly train connecting Moscow with Vladivostock in 240 hours. This represents a reduction of 48 hours over the old timing, and is accomplished by the far-famed “Trans-Siberian Express.”
Summer passenger train working in Europe and more especially on the Home railways, promises to produce many outstanding high-speed runs. Express working is a feature of main-line operation on the four group systems, and during the present summer it is probable new speed records will be established on the Anglo-Scottish runs and in the passenger train services between London and the West of England.
Last year both the London. Midland and Scottish and London and North Eastern Railways broke new ground with their now world-famous long-distance non-stop trains to and from the north. The running times of these trains are likely to be considerably improved upon during the forthcoming tourist season, and it is even possible that the year 1928 may see something approaching a railway race to Scotland such as was witnessed just forty years ago, with the “Flying Scotsman” and the “Royal Scot”—trains of the East and West Coast routes respectively—as the leading contestants.
Prior to 1888 the journey by the East Coast route, from King's Cross station (London) to Edinburgh occupied just nine hours, with a halt of thirty minutes for lunch at the mid-way station of York. In June, 1888, the West Coast authorities reduced the journey time of the 10 a.m. train from Euston station (London) to Edinburgh from ten to nine hours, thus equalling the time of their rivals. July saw a cut on the East Coast route from 9 to 8 1/2 hours, to which the Euston people replied by announcing that from August 1st they also would make the run in 8 1/2 hours. Nothing daunted, the King's Cross officials immediately instituted an 8-hour timing, and again the West Coast fell into line with a similar speedy booking. By the middle of August, 1888, both routes were operating 7 3/4-hour trains between the two capitals. On August 13th the West Coast set up a new record with a run of 7 hours 38 minutes, while the following day the East Coast made the journey in exactly 7 hours 32 minutes. A truce was then called, it being agreed that the East Coast should retain its timing of 7 3/4 hours until August 31st, and the West Coast revert to 8 hours. On August 31st, however, the East Coast train ran from London to Edinburgh (393 miles) with a train of seven loaded carriages in 7 hours 27 minutes, with a 26 1/2 minute halt at York. This trip constitutes the record for the London-Edinburgh run, and it marked the termination of the historic race to Scotland. To-day both the East and West Coast routes occupy 8 1/4 hours on the London-Edinburgh run.
While the Home railways take immense pride in fast passenger services such as those maintained by the “Flying Scotsman” and the “Royal Scot,” and short-distance runs like the 43-minute flight of the Darlington to York express (44 miles), the group railways of Britain recognise that across the Channel much remarkably fast running is accomplished, notably by the French railways, and in particular the Northern system. The Northern Railway of France has for long been famed for fast passenger operation. So long ago as 1888 this railway could lay claim to operating the longest run for a non-stop daily passenger train on the Continent of Europe. This was the 101 mile run of the Paris-Calais boat express between Amiens and Calais. At the present time the Northern Railway still holds the record for long-distance non-stop running, with its Paris-Brussels non-stop service (194 miles), while another outstanding run is the 94 minute dash of the “Rapide” from Paris to St. Quentin (96 miles).
Last summer the Northern Railway of France actually operated the twenty-seven fastest passenger trains in that country. These included such far-famed services as the “Golden Arrow” Pullmans between Paris and Calais, the “Nord Expresses” between Paris and Jeumont, the “Etoiles du Nord” between Feignies and Paris, and the Dunkirk-Paris “Rapides” covering the 191 miles between these points in 205 minutes. Recently the Midi (Southern) Railway has come to the front among French railways for fast running. The “Sud Express” of this undertaking covers the 91 1/2 miles from Bordeaux to Dax in exactly 89 minutes, a speed of more than 62 miles an hour.
On almost every hand there is now a much more friendly spirit existing between railways
In years gone by, Mr. Elliot remarked, if a newspaper required information concerning railways, in the majority of instances the newspaper representatives were curtly informed that no Press statements were permissible. Nowadays all this has changed. Each railway to-day runs its own press section, and accredited representatives of the newspapers are always welcomed and furnished with accurate and timely information. Railway facts are thus presented to the public in true perspective, and by taking the public into confidence a friendly spirit of co-operation and interest has taken the place of the hostile outlook so common in the past.
Once an almost impenetrable barrier between France and Spain, the Pyrenees are shortly to be climbed and pierced by an electric railway now under construction. A connecting link is being built between the Southern Railway of France and the Spanish railway system, joining France with the whole of Spain. It is planned to connect Toulouse, in France, with Barcelona direct, while further west a line is to be built linking Pau with the Spanish city of Jaca. The French portion of this line is to be electrified mainly on account of the many tunnels there encountered, the severe curves, and the almost continuous grade of 4.3 per cent. The electrification is being accomplished in two sections, one from Pau to Bedous, and the other forward from Bedous to Canfranc. The first section is already completed, the equipment including three sub-stations with 750kw., 1,575 volt direct current sets, each set comprising two rotary converters in series.
While Spain and France are energetically pushing ahead with electrification proposals, much greater progress is being made in mountain-locked Switzerland, the greatest railway centre in Europe, whose railways form the pivot upon which depend trans-Continental services innumerable. The Budget proposals for the Swiss railways for 1928 provided for an expenditure of 49.7 million francs upon constructional works. The first stage of the Swiss Government Railways electrification will be completed this year, and this will enable considerable reductions to be effected in the outlay on the acquisition of material and construction. The cost of the current year's electrification is put at about 15 million francs, as compared with 40 millions for 1927.
At December 31, 1927, the Swiss Government Railways operated approximately 1,000 miles of electrified track, to which there will be added about 100 miles during 1928. By the end of the present year some 60 per cent. of the Swiss Government Railways will have been converted to electricity. After 1928 a pause will intervene in the electrification plan, this halt being designed to allow of a more gradual reduction in the staff and in the number of steam locomotives which are being replaced by electric traction in the new era. The Swiss Government Railways are among the most efficiently managed and operated transportation undertakings in the world. By means of electrification a great deal is being done to retain business to rail which would otherwise be captured by the road carriers, and trans-Alpine travel is also being immensely stimulated by the replacement of steam by electrification.
One of the most interesting features associated with the working of freight traffic in recent years is the steady growth which has been witnessed in the carrying capacity of goods wagons of all types. Of all the world's railways, those of America stand out as leaders in the employment of the high-capacity freight wagon, but in Britain and on the Continent of Europe generally a great deal has been accomplished in this direction. The London and North Eastern and Great Western Railways now utilise high-capacity wagons on a big scale for the conveyance of general merchandise and coal, and vast economies are thereby secured in operation. Across the Channel it is on the German railways that the greatest progress has been made in this field.
High-capacity wagons of a new type have recently been acquired by the German railways for the carriage of coal from Upper and Lower Silesia and the Ruhr to Berlin and other centres. These wagons are constructed of silicon-steel and have a tare weight of 19 tons and a carrying capacity of nearly 60 tons. The wagons are fitted with roller bearings and automatic brake equipment, and the base of the truck is of saddle-shape, and gives immediate total discharge of contents upon release of either side chutes. Seventeen loaded 60-ton wagons normally form a complete train, which has a total length of 190 yards, as compared with the 630 yards covered by 68 trucks of 15 tons capacity. Specially reduced conveyance rates are applicable to coal traffic carried in full train loads in this way, in a similar fashion to the rating privileges granted high-capacity wagon users at Home by the Great Western line.
Under the government of Mussolini rapid strides have been made in recent times by the Italian Government Railways, which are now run on essentially business lines. In three years a railway deficit of £12,000,000 has been turned into a profit of £2,000,000, and all over Italy the most ambitious plans are under way for the development of the Government railway system.
The 12,500-mile Italian railway system of today broadly comprises two main trunk routes running north-west and south-west, one on either side of the land, an intricate network of lines serving the whole of northern Italy, a distinct system serving the island of Sicily, and a small self-contained railway system in Sardinia. In the past few months there has been great activity in railway construction in northern Italy, primarily with the idea of stimulating the trade of the great ocean gateway of Genoa. The Italian Government Railways are aiming at building a new trans-Alpine line, running through the Stelvio Pass and the district of Resia, to connect in the shortest and quickest manner Genoa and the capitals of Central Europe. It will also join the port of Venice with the principal European centres. The Italian Government Railways give employment to something like 173,000 workers, and the railways of the land are this summer being called upon to handle an exceptionally heavy tourist business.
Next to Italy, the European country which is drawing probably the biggest amount of new business in tourist travel is picturesque Finland, “land of a thousand lakes,” and the near neighbour of stricken Russia. The railways of Finland are Government owned, and are about 4,000 miles in extent. The first railway opened in Finland connected Helsingfors with Hameenlina, and dates back to 1862. The management of the Finnish Government Railways forms a central board of government under the Ministry of Communications and Public Works. It consists of a president, a vice-president, and nine chiefs of departments. Passenger traffic forms 40 per cent. of the business handled, and all the through expresses include in their make-up the luxurious cars of the International Sleeping Car Company. Coal is a scarce commodity in Finland, and the traveller through this beautiful corner of Europe finds cause for constant wonder in the quaint-looking wood-burning locomotives, with their huge chimneys, which are largely employed for train haulage. Helsingfors and Viborg are the principal stations on the Finnish railway system, and an interesting feature of post-war development is the co-ordination of rail, road and water transport which has been accomplished everywhere throughout the country.
In view of the approaching completion of the Bay of Plenty link and the connecting up of this line with the Main Trunk system in the North Island, one's mind naturally turns to the development and earning power of the line in relation to the other open lines.
The Bay of Plenty line makes it now possible for producers and manufacturers in this area to rail their output to practically all places in the North Island.
From the tourist point of view the outstanding feature of the new line is that it renders more readily accessible one of the greatest sights in New Zealand—if not indeed in the world—of volcanic activity. At White Island only is it possible to stand within 12 feet of an active crater and look into it without great difficulty.
At the present time the White Island Products Company is considering the question of introducing tourist trips to the Island, using for the purpose the Company's launches. It is hoped, in the near future, that it will be possible to book from any point in the North Island to White Island via Taneatua (the short trip of nine miles from Taneatua to Whakatane being undertaken by motor car). Whakatane is the port from which the White Island Company's launch. “Whakaari” would sail for the island.
The following description of the trip from the mainland to the island, and of the wonder of the island itself is attempted for the benefit of readers of the New Zealand Railways Magazine.
Situated in the Bay of Plenty, 25 miles from Opotiki, on the East Ceast of New Zealand, is what must be claimed as one of the most wonderful phenomenon in the world. Whakaari—“the long white cloud”—is the Maori name for White Island, so named because, viewed from a distance, there is always a white cloud over hanging the island. To most people, White Island is a volcano, and a place to keep clear of; but, to the privileged few who have visited Whakaari and taken time to look around, a return visit is immediately planned because of the very magnificance of Nature's work and its weird attractiveness.
Given good weather, the four-hour trip (32 miles) from Whakatane to White Island, offers, for those who appreciate sea breezes, as pleasurable an outing as any in New Zealand. Passing along the coast, Mount Edgecumbe is an outstanding landmark. It is the last cone on land in a direct line of the volcanic chain, Whale Island being the next cone (10 miles from the mainland), then White Island, which is the last cone in the volcanic belt so far as New Zealand is concerned. Approaching White Island the long white cloud attracts much attention, particularly on a clear day. As the launch draws near to the island landing difficulties become apparent, rugged cliffs being all that can be seen. Bearing to the left, what appeared at first sight to be a wall built of huge boulders comes into view. This wall is known as Boulder Beach, the boulders having been rolled into position by the lashing of the waves.
At close quarters the problem of landing looms up and would appear to be impossible of solution. All that can be seen is a crane over the edge of one of the ridges. Surprise comes when the crane is manned and a wooden cradle is lowered. The launch dingy then takes the water and one is soon in the cradle—“the cradle of the deep” some say—being hoisted above the waves. Safely landed, one expects to see the inferno, but nothing could be more peaceful. Gannets strut about, look without fear at the visitors, and settle down again in their nests. To see thousands of these beautiful birds at close quarters is a wonderful sight, and it speaks well
Darkness was now closing over us. We had thoughts of bed as affording us a fitting termination of a perfect day. But we had still a little to learn. Continued thuds on the roof of the cook house made us imagine we were subjects of a practical joke. The noise was caused, however, by the mutton birds coming home. Gannets and mutton birds are natural enemies, and because of this the gannets come in under cover of darkness. Another peculiarity of the mutton bird is that it burrows into a hole, where it nests.
At six o'clock next morning (island time, really five a.m.), we set out to see White Island itself. Within three-quarters of an hour we arrived at an elevation 800ft. high. From this elevation (our eyes were smarting with the sulphurous fumes) we looked over a flat of 100 acres in extent. Here could be seen three small bays, Crater Bay, Shark Bay and Wilson Bay.
The sun was just rising behind us and the colouring on the cliffs beggared description. Turner's wildest dream in colour is not to be compared with the natural colouring of the cliffs. Noise there was, huge fissures, and steam enough to seare any dare-devil. We climbed down the cliffs to the crater flat below—to the wharf at Crater Bay. Here is loaded the raw material of the island; there are dumps, punts, hauling gear, baskets and loading derricks which impress one vividly with the commercial aspect of the island.
Passing along Crater Bay the guide drew attention to large boiling pools (two of them spouting water into the air), one revealing (by analysis) hydrochloric acid, and the other sulphuric acid, in high proportions. The “sulphur factory” was the next point of interest to hold our attention. Steaming fumeroles depositing sulphur, “Lot's Wife” (a pillar of sulphur, the head being the top of the fumerole), the “Polar Bear,” and the boiling sulphur pool, are features in what is literally a huge sulphur factory. The blowhole, “Big Donald,” which we next visited, is an awe-inspiring sight. “Young Donald” is another blowhole of the fierce type with a roar all his own. The heat from the gases issuing from the blowholes is strong enough to melt the solder on a high temperature thermometer.
We finished our tour of the island on what was the site of the works which were washed, or pushed, into the sea, when the eruption took place. Afterwards we sailed round the island to view it from the sea before setting our course homeward for Whakatane. It was a fitting conclusion to a fascinating experience.
We have been asked by the Australian representative of the Canadian Pacific Railway Company, Col. J. Sclater, to publish in our magazine a reply to a report which appeared in several papers regarding piecework conditions in the Canadian Pacific Railway shops.
Col. Sclater sent a cutting of the report to Montreal, and the reply from Mr. C. H. Temple, Chief of the Motive Power and Rolling Stock, to Mr. Grant Hall, Vice-President of the Canadian Pacific Railway, is as follows:—
“The statements made are almost too absurd to merit denial: The arguments raised are:—
First: ‘That the premium bonus system in other parts of the world invariably resulted in the employers reducing the rate paid to the workmen.’ At Angus Shops, where the bonus system of payment has been in continuous operation, the rate paid to the workmen has increased 89.8 per cent. in the last ten years.
Secondly: ‘That the worst feature was the risk to the men working under the bonus payment system. In one morning in a Canadian Pacific Railway workshop five men were carried out.’ The number of serious accidents at Angus during the past four years has been as follows:
This represents the following percentage of the total force employed:
The above figures indicate about one serious injury per year for every 1500 men continuously employed during the year.
Thirdly: ‘All the men were fighting for tools and cranes and it was a case of every man for himself and the devil take the hindmost.’ Of course the outstanding feature of our workshop practice is the entire absence of confusion, due to the fact that each man knows the work required of him and how to perform it, and is furnished by the shop with adequate facilities in the shape of tools, cranes, etc.
Fourthly: ‘That there was no time to do things properly and a terrible risk at all times.’ This statement, of course, is directly opposed to the general policy of the company, both as regards workmanship and safety.
Fifthly: ‘That the bonus rate was reduced as output increased.’ It is our practice for years never to interfere with a job price unless either the method of performing the work, the material, or the class of journeyman called for is chanced.”
Having completed a busy transport season in the Canterbury district, few facts and figures bearing on the work of the Wagon. Office at Christchurch may prove of interest to readers of the New Zealand Railways Magazine.
Last grain season was an exceptionally heavy one. This, together with the usual heavy live stock traffic with which the office was called upon to deal, kept the staff fully occupied from January until the end of April.
Requisitions for 16,712 empty wagons of all classes were dealt with during that period, each requisition being for a separate order—from one up to 100 wagons. In addition, the alterations and cancellations of original orders for live stock wagons amounted to 1155.
It is not generally known that such alterations and cancellations of orders take up a considerable amount of time. In most instances several original orders could be dealt with in the time required to deal with one order which, for some unforeseen circumstance, has to be either changed or cancelled by a client at the last moment. It is of general advantage to the Department's clients that altered orders and late orders should be kept at a minimum. Moreover, the country staff should whenever possible point out to clients the benefit of ordering their requirements early. Not only is the work of the wagon office retarded by the receipt of late orders, but also that of the shunting staff who have to break up trains to supply the wagons required. This breaking up of trains, of course, necessitates double shunting and, in addition, it frequently delays not only the double-shunted train, but other trains following and crossing.
Farmers and other country clients will be interested to have some particulars regarding “empty wagon cards” for placing on the empty trucks supplied to order at the various flag stations. This office prepared 4695 of these cards during the period from January to the end of April.
The practice in this district is to count meat vans on the basis of one “W” i.e., taking one “W” as one van, one “V” as 2 1/2 vans, and one “Vb” as 3 1/2 vans. On this reckoning 3749 vans of frozen meat were loaded in the Christchurch district during the period from January to April inclusive, necessitating the running of over 70 meat specials, each of which arrived at Lyttelton in time to commence loading at 8 o'clock each morning.
The system in operation for dealing with this particular transport work in the Christchurch office is as follows:—
Upon receipt of orders they are transcribed to a set of forms known as the “supply sheets”—one set of sheets being used for each day. During the busy season orders are received up to a fortnight ahead of requirements, and at such, times quite a number of the above sheets are used. The orders are next numbered and recorded in a wagon order book. In addition to this, the orders for live stock wagons are entered in a special stock book, ruled up in columns for H and J classes of wagons, and also containing spaces headed up for the main stock receiving
On the day previous to the loading of stock, a “stock sheet” is prepared from the particulars shown in the Stock book. This Stock Book shows the particulars of stock wagons being loaded at every station for each train. Instructions to the Goods Yard Foreman in connection with the make-up of trains are prepared thrice daily from the “supply sheets”—seven copies of each set being typed. To ensure accuracy in the matter of stock wagon supply the “supply sheets” and “stock sheets” are checked with the yard orders. As a further check a number of the busier stock loading stations send a “check wire” each afternoon, giving the total of stock wagons loading for the following day and the particular station's requirements to meet these orders.
Each day, about mid-day, the officer in charge makes up a list of special trains required for the following day.
While the “stock sheets” give the accurate loading of live stock traffic, a certain amount of estimation of ordinary traffic likely to be offering for the stations generally has to be made, and this work provides much interest when the season is at its height.
The problem of special trains required entails quite a number of consultations with the Locomotive Foreman with a view to fitting in runs to conform with the engineme's hours. The matter of engine power available has also to be taken into account. Moreover, weather conditions have to be considered in connection with the special train problem.
The work of the Christchurch Wagon Office, although of a very strenuous nature during the busy season, creates a great deal of interest with the staff who carry out that work.
The paltry 299 miles between London and Carlisle is as nothing to natives of the land of Big Things. Thus it happened that the talkative American in the Royal Scot remarked to his vis-a-vis that “in God's Own Country you can travel all day and all night and still be in the same State.” “Well,” said the stolid Britisher, “we've got a few trains like that too, but we don't boast about them!”
Our return journey from Brisbane to Sydney was commenced at 8.5 a.m. on a Saturday morning. A beautifully fine day's travel was followed by a surprisingly cold night and a white frost in the morning. Sydney was reached at 2 p.m. the following day—Sunday. After a couple of days spent in sight-seeing in Sydney we started out on the 7.25 p.m. express for Melbourne. A few moments before leaving Sydney station we witnessed the departure of the Melbourne “Limited” — an allsleeper train. The “Limited” (drawn by a powerful locomotive weighing 150 tons) was composed of about the same number of vehicles as was the express, on which we were about to travel.
The vehicles of the “Limited” were of a heavier type than those used on the 7.25 p.m. express. We found our train to be a fairly full one, and the travelling was smooth and comfortable. The Wagga Wagga district (with its extensive areas under cultivation with wheat and oats) through which we passed in the early morning, reminded one in many ways of the Canterbury Plains. A notable feature of this district is the number of huge concrete grain silos (built close to the railway) where is stored the produce of the district, safe from injury by fire, vermin, and other destructive agencies.
Albury, the border town, is reached at 8 a.m., and here it is necessary to change trains owing to break in the gauge between the two States. There is some very fine country to be seen round about Albury. The effects of the drought being experienced at the time of our visit were, in these parts, not so apparent—prosperous and well cultivated farms, and fine homesteads being the rule.
Onwards, until the outskirts of Melbourne are reached, wheat-growing appears to be the main industry.
The inter-state terminal station of Melbourne at Spencer Street was reached at 2 p.m. After an interval of 2 1/2 hours in the capital city we continued our journey to Adelaide, passing en route through some of the finest country in Australia. The border town, Serviceton, is reached at 2.10 a.m. As the connecting lines of Victoria and South Australia have the same gauge change of trains was not necessary at the latter town. However, train crews and engines are there changed.
From Serviceton to Adelaide the line runs through much hilly country, there being many tunnels.
The engine (a powerful - looking monster weighing 214 tons in working order) used on this route is the largest in Australia. The rolling stock and the accommodation are of about the same standard as in other States. A dining car (on which the catering is excellent) is attached to the express running between Melbourne and Adelaide. (I might mention, in passing, that the catering on the railways in the various States of Australia is first-class.)
The country just before reaching Adelaide is poor looking, although nearing the city (which is reached at 9 a.m.) many fine vineries, for which the district is famed, are seen. We experienced a typical Australian summer's day in Adelaide — the temperature registering one hundred in the shade. It was the hottest day of the season up to that date.
The Adelaide railway station was, at the time of our visit, being rebuilt on the site of the old one, and the difficulty of carrying on during the transition stage was apparent on all sides. The new station will be a very fine structure on completion.
From what one could learn of railway conditions in this State very careful management will be required to carry out contemplated improvements, and to keep the railways on a paying
Adelaide city itself has many beautiful buildings, Parliament House (close to the railway station) being amongst the finest. The streets are fine and wide. King William Street, the main thoroughfare, is particularly fine. To me, the most beautiful place in the city was the Botanical Gardens, through which runs the River Torrens, reminding one very much of the Botanical Gardens at Christchurch. Close by the gardens is the Adelaide Oval, a splendidly appointed ground, where more than one historic cricket match has been contested.
A visit was paid to Port Adelaide, and also to Henley — Adelaide's chief seaside resort. The Port Adelaide road is one of the finest I have seen, and it is a very busy thoroughfare. Many good sight-seeing trips can be taken in Adelaide and the surrounding districts, one of the best being that to Mount Lofty ranges, from which a splendid view of the city can be obtained. Our short stay in Adelaide terminated in our departure by the 4.30 p.m. express for Melbourne. The distance between Adelaide and Melbourne is 483 miles, and the journey occupied seventeen hours—with which the 426 mile run (in 14 1/2 hours) between Auckland and Wellington on our own system, compares not unfavourably.
The weather was still beautifully fine, and we proceeded to make the most of the three days at our disposal in Melbourne. We first visited the Melbourne Tourist Bureau, where much helpful information was obtained. Space will not permit of a full description of Melbourn's many attractions, suffice it to say that the city, which is comparatively flat, is finely laid out. The chief buildings are handsome, and one notices an absence of the towering sky scrapers characteristic of Sydney. The main streets are wide and well kept thoroughfares, particularly Collins and Swanson streets. The regulation of the traffic (which is under the control of the police) is superior to that of any other city in Australia. Melbourne's trams do not run on Sunday mornings. However, a few trains are run, but the city generally has a deserted appearance. This morning restfulness is in striking contrast to the remainder of the day, when everyone seems to be out for enjoyment. Travel is cheap and easy in Melbourne. St. Kilda, the main seaside resort, has a fine beach and well laid-out gardens, an amusement park, cabarets, and public baths.
Thousands of people visit St. Kilda in the summer season. (Many of the best private residences are situated in this suburb.) Further out, on the same route, is Brighton, with, its miles of clean sandy beach—a favourite resort of summer campers. The Botanical Gardens (almost in the heart of the city), on the Yarra River, are one of the main attractions of Melbourne, and a deservedly popular resort. A tram trip covering twenty-five miles of the main routes, and traversing some of the best residential areas, provides an interesting outing for visitors to Melbourne. The tramcar used for the purpose has been specially built for sight-seeing. A conductor details the various features en route, and the whole trip costs only one shilling.
Melbourne's premier racecourse, Flemington, is worthy of a visit. A very extensively and excellently appointed grandstand has recently been built. In this connection, as with other
To a visiting railway man, Flinders Street station is an outstanding attraction of the city. A through station it is, situated centrally on the city side of the Yarra. The whole of the city's splendid electric train service radiates from this point. Flinders Street station is said to be the second largest in the world so far as concerns the volume of traffic with which it deals. The trains come and go with remarkable precision, and at the rush hours the thirteen long platforms are thronged with Melbourne's suburban multitudes. At either end of the station is a perfect maze of signals. Time would not permit of a further exploration of Melbourne, and with this one regret we left the city on our return journey to Sydney.
Passing put of Melbourne and on through the country the attraction, lay-out, and up-keep of the station gardens was again a noticeable feature. A fair speed is attained on some parts of this journey, forty-five miles per hour being registered in some places over the level stretches of track.
Arrived back in Sydney we took a trip to the Blue Mountains—in many respects the most enjoyable of our experiences. Katoomba, the centre of the Blue Mountain tourist traffic, lies at an altitude of 3300 feet above sea level, and is two and a half hours run from Sydney. The trip is a very pleasant one from a scenic point of view. Many of the stations passed through are picturesquely situated and prettily laid out.
Katoomba exists almost entirely on tourist traffic, and all modern facilities are available. The civic authorities control most of the motor services, which are particularly good and cheap. Trips can be arranged to the many places of interest. Wentworth Falls, Leura Falls and Echo Point are well worthy of a visit. The outstanding attraction, however, is the Jenolan Caves, situated fifty-five miles from Katoomba in the heart of the mountains. A splendid motor service is available for reaching the caves for the very moderate charge of one pound return. A good road running through beautiful valleys and over mountain spurs affords the traveller full opportunity of viewing the beauties of this region. Ascending to a height of 4200 feet, the three hours’ drive is an exhilarating experience. Situated in a beautiful little dell, entirely surrounded by hills, are the Jenolan Caves, entrance to which is made through a huge natural archway. A more perfect setting it would be difficult to imagine.
An outstanding feature of the new machinery programme in connection with the reorganisation of our workshops is the importation for Hillside of one of the hiloplanes manufactured by Messrs. John Stirk and Sons, Halifax, England.
In my opinion, the merits of these machines do not belie the claims made for them by the manufacturers.
The Stirk hiloplane embodies a patent split field drive which provides for any range of cutting and return table speeds. The outstanding advantage of this feature is that the cutting speed is entirely independent of the return speed, the speeds being controlled by wheels on the control panel.
An accellerating device is fitted for the purpose of speeding up the table between two cuts, thus reducing time to a minimum. This device is controlled from the panel and any desired acceleration can be obtained.
The Stirk patent electric rotary feed is a most important feature of the machine, and is far ahead of anything I have seen in this respect. The feed is controlled by a motor which is wound to give a half or full turn of its shaft. This shaft operates on a gear-box which drives the power traverse shaft operating the cross-slide and horizontal and vertical tool rests.
An accurate feed of 1/32 to 1/4 of an inch, also broad feeds ranging from 1/2in. to lin., can be obtained, and these feeds are regulated by simple levers at the gear-box. A special feature of the gear-box is that double of the above feeds can be obtained by simply reversing a tumbler switch.
Another switch of the tumbler type operates on a solenoid, which lifts the tool-box on the return stroke of the table, thus eliminating the dragging of the tool over the work, and at the same time saving much of the wear on the keen edge of the tools.
The two tool heads can be worked together, or independently—up, down, in, or out. The two side heads work similarly. All of the operations, including the raising or lowering of the cross-slide, can be carried out entirely at the will of the operator, each and every movement being controlled, when necessary, by means of an inching button. Another important feature of the machine is that all slide travels are equipped with safety stops, which cut off the current when the end of the travel is attained, thus effectually protecting the operator or the machine from any injury.
The current is supplied by an A.C. motor generating set which supplies direct current to the main and supplementary motors.
A good idea of the scope and capabilities of the Stirk hiloplane machine is conveyed by illustration No. 1, which shows a locomotive frame-stay in position on a 12in × 4in. hiloplane at Hillside. The operations for the machining of a frame-stay are as follows:—
No. 1.—A special tool-bar is provided for each head. After the frame-stay has been placed
No. 2.—In operation No. 2 the top exhaust seating is machined with one tool.
No. 3.—In operation No. 3 the two side posts are brought into operation in the same setting, and the frame seating is then machined. (This operation also halves cutting time.)
No. 4—In operation No. 4 the frame-stay is turned upside down, and the bogie centre seating is machined. This completes the planing operations.
The actual machining time for the radius of the frame-stay under the new method is 16 hours. Hitherto this work alone occupied approximately 32 hours.
Under the old method it was necessary first to place the boiler into position, then level it and scribe the radius of the frame stay off the smoke-box. Then the boiler was removed and the frame-stay chipped as required. The boiler was then tried in a second time. If necessary, as was usual, the boiler was again removed to enable any further lumps on the frame-stay to be removed. The smoke-box would be secured by four bolts only for the first try in, after which it would be adjusted. On removal the remaining holes in the smoke-box and tubeplate landing would be drilled and the smoke-box could then be rivetted to the boiler. (During these operations the whole sequence of the work was held up.)
Under the new method the smoke-box is finally rivetted to the boiler, and the boiler (which has been previously lagged and completed) is placed in position, it being only necessary to square up the boiler at the back end. In this position the bolt holes in the saddle and smoke-box can be drilled and the bolts fitted.
The saving of time by the new method is approximately 200 hours. A wonderful improvement over the old methods has thereby been effected, and the installation of this modern type of machine has been fully justified.
From the Sir W. G. Armstrong Whitworth Company Ltd., to the Divisional Superintendent, Auckland:—
On completion of the transport of the bulk of cement and the plant and machinery for the Power House we wish to express our appreciation of the prompt and efficient manner in which this traffic has been handled by the officials of your district.
We wish also to commend the Station-master at Putaruru, Mr. Bond, for the skilful way in which he has handled 26,700 tons of cement and 4,300 tons of machinery at this end, and to thank him for the willing and helpful service he has rendered us on many occasions.
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From the Secretary, Otago and Southland Horse Owners' and Breeders' Association, Dunedin, to the District Traffic Manager, Dunedin:—
I have been instructed by my Association to write thanking yourself and the Department for the improvements made in railway facilities, and in the reduction in fares which have recently been gazetted.
My members greatly appreciate the consideration that the Railway Department has always given to our representations from time to time. The reduction given will be of great assistance to those constantly travelling to the various race meetings.
We feel that the revised rates will be an incentive to owners to travel more frefrequently, and the Department will ultimately derive greater benefit thereby.
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From Chas. H. Moore, New Plymouth, to Mr. H. F. Mirams, Stationmaster, New Plymouth:—
I wish to thank you and your staff for the kind consideration and attention received at the New Plymouth station when I arrived there with my wife, who had to be specially conveyed from Hastings owing to illness.
I wish also to add that similar consideration was shown throughout the journey.
From the Secretary, New Zealand Branch of the British Red Cross Society and the Order of St. John (Wellington District), to the Railway Board:—
I desire on behalf of the Society to thank you for the many courtesies which your Department has extended during the year to the ex-soldier patients under treatment at the Red Cross Home, Hobson Street, particularly on the occasions of the holding of the meetings of the W.R.C. at Trentham.
The journey to and from Trentham has been made pleasant for the men by the thoughtful kindnesses bestowed upon the party by the Stationmasters and staff at Lambton and Trentham.
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From Turnbull and Jones, Ltd. (Wellington Branch) to Mr. E. J. Lezard, Goods Agent, Wellington:—
Owing to the very satisfactory manner in which we are assisted from time to time in despatching shipments of ranges to Palmerston North Borough Council and other places when our monthly shipments arrive, we desire to place on record our thanks and appreciation of the services that you and your Department have given us.
When our first handling of ranges was being experienced we found that many breakages occurred, and although it is very difficult to always accurately determine where breakages occur, it is very gratifying to report that of late these breakages are “conspicuous by their absence.”
There is no doubt that this has been brought about because of the extra careful handling that is given to our ranges by your Department.
The allocating of trucks and other details is always to our entire satisfaction, and we have also to record that the time occupied in transit after loading, and the time before they arrive at their destination, has been got down to a minimum.
A man arrived at a house to take an inventory of the furniture. He was so long over his task in the dining room that the lady of the house came to see what had happened.
She opened the door and saw him lying asleep in a chair. By his side was an empty decanter. But he had not forgotten his inventory. At the top of the page was a solitary entry: “Revolving carpet, one,”
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Sir James Percy gives the following examples of “howlers” made by famous politicians:—
Mr. Gladstone (in the House): “It is no use for the honourable member to shake his head in the teeth of his own words.”
Joseph Chamberlain: “The honourable member (Dr. Clarke) did not want the truth. He asked for facts.”
Mr. Parnell: “Gentlemen, it seems unanimous that we cannot agree.”
Ramsey MacDonald: “… the empty grave where our ruined industries lie.”
An old woman who had called in the doctor to give her treatment for a cold was somewhat grumpy when she found that her own doctor had been unable to come and had sent a young deputy. After questioning and examining the patient, the young doctor nodded wisely and said: “Ah, I know what's the matter with you. You are suffering from nasal catarrh.” The old woman looked disgustedly at the doctor. “Hoots, man,” she said, “I sent for you to cure ma cauld—no’ to christen it.”
Two costermongers visited the British Museum, and were looking at the statue of a Roman Gladiator. One of his arms was broken off, his left leg ended at the knee, his helmet was battered, and there was several chips on the face of the warrior. Underneath the statue was an inscription, “Victory.”
“I say, Jack,” said one of the costers, “if that there feller won, what must ha’ been the state of the chap wot lorst?”
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A notorious boaster was silenced by a little man, who said: “I'm afraid I haven't much to relate. I once had a nasty time in Africa. A lion sprang out at me and I was unarmed.”
“What on earth did you do?” asked his hearers.
“Oh, I just seized his upper jaw with my right hand and his lower jaw with my left, and held his mouth open till be starved.”
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Gentle hands were lifting him from the wreckage of his automobile, which had just been struck at a grade crossing by a fast passenger train.
“How did it happen?”
“Tis more than I can understand. Ye'd have thought that the engine-driver could have seen me comin’ in broad daylight.”
Our problem has difficulties of its own, but the greatest of these difficulties is the one which we make ourselves—it is the false conception that the problem is insoluble.
—Sir John Seeley.
Times have changed. With the change sheer necessity compels a change of methods. In the new industrial era the old guilds and handicrafts have largely disappeared. The mental life of the workers has been revolutionised by the advent and ceaseless advance of the machine. The new regime has its disadvantages compared with the old, but it also has its advantages which unquestionably more than balance the scales in favour of the new. Admitting that there are still factors associated with modern industry that are disagreeable from an employee point of view, it is nevertheless true that, in increasing measure, science and co-operation are eliminating the disagreeable factors.
The intricacy of modern machines is such that those who work them cannot, as is sometimes said, be regarded as merely human automatons. Only the man devoid of imagination can fail to recognise the necessity for high mental capacity in this era of machinery and specialisation.
The world's greatest men gloried in specialisation—Shakespeare was a specialist in literature, Cromwell in drastic government reform, Nelson in daring naval strategy, and James Watt in the steam engine.
The most prominent men of to-day are specialists. Our best lawyers and doctors specialise—and win fame. The most successful business men specialise, and by so doing capture the markets of the world. Nobody that wants a tooth extracted cares to go to other than a qualified dentist, who, as a specialist, knows his job.
Specialisation and machinery have increased production, and in consequence real wages have been increased and the hours of labour shortened. More time for recreation has produced a healthier life and provided a much wider margin for study. To the studious worker the new system opens up a field of research of unlimited interest; it presents a range and variety of problems in science and art hitherto unknown.
Theoretical as well as practical knowledge is necessary to-day if we would make a real success of our jobs. Tom Heeney would not have qualified for a world's championship by merely studying physical culture. It was necessar for him to go into the for him to go into the ring and test, in a practical manner, the theoretical knowledge he possessed. To excel as a swimmer, books will help, but swimming must be learnt in the water.
The origin of the modern lathe is not far to seek. The lathe embraces a greater variety of types than any other machine tool. The class and quantity of work to be dealt with determines the type of lathe to be used. The lathe most common to the mind of the jobbing turner is the engine lathe. This particular lathe covers a very large range of work, and the tradesman who can thoroughly handle this machine tool can invariably be relied upon to get the best out of all other types.
The demand, however, for work in particular quantities has relegated the engine lathe to the tool room and millwright's shop. (Tool rooms to-day are usually supplied with what are termed
The modern machine shop is divided into several groups of machines—the lathe invariably predominating. In that part of the shop where the turret lathes are placed all small batches of work are dealt with. To enable this particular group of machines to obtain a high standard of efficiency a wide knowledge of tool lay-outs is necessary. The machine operators in large shops do not determine their own lay-outs, neither do they set up their machines. Tool lay-outs are decided by members of the production staff and their setting up is done by a charge hand, whose job it is not only to set up these machines, but to keep the output up to a high standard of quantity and accuracy.
The turret lathe approaches the engine lathe in the wide range of work it is capable of performing, but exceeds it in output.
Just over thirty-five years ago the first turret lathes were introduced, and the cycle and gun trades were the first to take advantage of them and prove their efficiency. Like most new machine tools they were not well received by the rank and file. Time ultimately reconciled the operators to the inevitable, with the result that in the cycle trade, production multiplied, prices fell, and Great Britain, under a system of freetrade, not only held her home market but captured the world's largest share in the export trade, and provided more employment in this (then) new industry than any other country. British cycles and fittings became world famed, and up to this very day the British push bike still holds its own.
Turbine running in the Otira power station is, in many respects, much different from other power station practice. In the first place the loading factor of this station is very small compared with other power houses—especially those of both lighting and traction.
What is meant by the station loading factor is the ratio of the average power to that of the maximum power during a certain period of time.
For the Otira plant takes as an average 1750 tons pulled by seven trains of 250 tons trailing load on each, and the total time of actual turbine running will be about thirteen hours.
Since each up trip takes half an hour, the total full load time therefore will be 3 1/2 hours. The rest of the time the turbines are practically running on no load.
The uptrip of a train takes 580 units in the actual time of 28 minutes. The unloaded period takes 20 units. In other words, the round trip of a train requires 580 + 20 = 600 units. Total units per day = 7 × 600 = 4,200. Therefore average power per hour 4200/13 = 323. Heaviest loading = 580 × 60/28 = 1243 per hour. Loading factor = 323/1243 = .26 approx.
The boilers are specially designed with a large heating service to cope with very sudden loading. They have nests of four tubes in place of the usual one large tube opposite each hand hole door.
Otira, fortunately, has an abundance of water for most of the year. This gives ample opportunity of carrying a high vacuum in the condensers, thus saving fuel in the boiler room. The circulating water is supplied from a reservoir placed about 40 feet above the level of the power floor, and therefore, unlike most of the city power stations, a circulating pump is not required. Circulating pumps consume quite an amount of power, and there is always a critical point beyond which it is more costly to supply the extra cooling water than the value of the power thereby gained. This is due to the higher vacuum in the condenser.
At Otira, the air is extracted from the condensers by what is known as Worthington's hydraulic vacuum pumps. These pumps are worked (as the name implies) by water (under a head of about 90 feet) which is derived from another reservoir placed further up the mountain side. These small and efficient appliances have rendered excellent service since they were placed in commission five years ago.
Otira usually has a water shortage over a small period of each year, then it becomes necessary to return the circulating water back to the bottom reservoir by means of a centrifugal pump. Sometimes the reservoir water can be made to supply the requirements for a day's run by carrying a reduced vacuum in the condensers. This, of course, is a point for the power station operative to decide. It is often cheaper, however, to use a little more coal in the boiler house to generate extra steam (on
Below are given two sets of figures, one taken with an abundance of circulating water, and the other during a shortage period. Those who are conversant with turbine operation realise what an inch of vacuum means to a turbine (especially on the higher values), and those who are not familiar with this line of engineering will, by comparing the two lists, soon observe what a bearing the vacuum has on the power output from turbines.
(N.B.—Those who have been trained in steam power calculations will readily select the required items for the computing of the number of British thermal units taken out of each lb. of steam by the turbine, and also the number of gallons of circulating water required to condense the steam. Those who have not had dealings with this line, will have to accept the figures as being correct).
It will be observed that a loss of under two inches of vacuum requires more than 10 per cent. more steam to carry the same load, viz., to propel a train of 280 tons trailing load over this ruling grade of 1 in 33.
As the loading on the main traction generators is only for half an hour and the light running for about 1 1/2 hours, they are able to be loaded to 125 per cent. of their full rated capacity with perfect safety as far as the electric heating is concerned. It will also be observed how low the temperature of the inlet water for the condenser circulation is, compared with what could be expected in a city power station using sea water for condenser circulation.
Do boys favour “black-coated” occupations rather than manual trades? An inquiry has been made at Carlisle (England) by the organising superintendent to the Carlisle Education Committee, who states that the impression of those most closely in touch with boys is that the practical arts of life have still the same attraction for the boy that they always had. The headmasters of twelve schools questioned their older boys on the matter, some 850 boys recording their preferences. The largest vote, 158, was given for transport service on railways, motors, etc. The next highest vote, 141, was given for the building trades, and the third highest, 130, for engineering. Only 96 voted for clerical work, and 62 for professional life. Other occupations hankered after were those of the sculptor, ship's steward, money-lender, rancher, window cleaner, jockey, priest, hotel boots, and the sweep. “The budding ranchers and window cleaners we take to our hearts, but preserve us from the youth with dreams of usury” (comments the “Glasgow Weekly Herald”).
In reference to the refreshment system on the Australian Railways, Mr. G. S. Lynde, Chief Mechanical Engineer of the N.Z.R., reports that the dining cars were very popular, and deservedly so, for the meals were well-cooked and daintily served. Two sittings were arranged for each meal. “I travelled in the kitchen itself during the time a dinner was being served,” said Mr. Lynde. “The only comment I can make is that I prefer electric cookers, grillers, etc., as opposed to coal stoves, which were fitted in the kitchen referred to.
“Throughout the journeys I found that the Australian railway employees always gave cheerful and helpful service and did their best to make train travel a pleasure. It reminded me to some extent of the service provided on some of the best express trains in Great Britain, and, in fact, the whole of my experience with the railways of the Australian States left a strong impression upon me that Australia was far advanced towards supplying locomotives and rolling stock equipment and service that would compare favourably with the best of any country.”
General satisfaction was felt by members of the service throughout New Zealand when it was known that Mr. A. W. Mercer, foreman of the car shop at Hillside Workshops, had been selected to tour South Africa as trainer of the “All Blacks.”
At a gathering of his fellow officers of the Locomotive and Stores branches at Hillside Mr. Mercer was the recipient of warm congratulations on the high honour which had been conferred upon him.
Mr. W. J. Munro said that the selection by the Rugby Union of Mr. Mercer was not only an honour to Mr. Mercer, but to the whole Hillside staff, and it was due to them to show their goodwill to Mr. Mercer, and appreciation of the fact that one of their members had been selected to turn out in a fit condition, a team that they hoped would bring back to New Zealand the Rugby “ashes” of the world.
Mr. W. Sullivan stated that Mr. Mercer had joined the railway service as an apprentice at Hillside 27 years ago. He was appointed leading carpenter at Addington in 1924. Whilst at Addington he was in charge of the building of the South Island Royal Train, a work which brought him much “kudos” from those concerned.
Mr. Mercer has been most successful as a trainer, and during recent years has trained some of the most notable athletes of the Dominion. Dr. A. E. Porritt, D. Morgan and Dr. Kingston, of the Otago University athletic team, are amongst the distinguished athletes trained by him. He also trained the Otago University Rugby team during the three successive years in which it won the Otago Rugby championship. Other notable teams trained by Mr. Mercer were the “All Blacks” against the “Springboks” in 1921, the “All Blacks” against New South Wales in 1923, and the Otago Rugby team for several years (including 1922, when they held an unbeaten record). Mr. Mercer also travelled with the South African athletic team during their South. Island tour. On being transferred to Christchurch he was appointed trainer to Canterbury College, there training promising athetes, including the noted runner, E. B. Taylor.
Mr. C. J. Graham, Workshops Manager, then presented Mr. Mercer with a camera and gold - mounted fountain pen as a token of goodwill from the officials. Mr. Graham congratulated the guest on his selection as “All Black” trainer. He had no doubt the New Zealand Rugby Union had made a careful selection and would be sure to pick the best man obtainable.
In the responsible position for which he had been selected Mr. Mercer would prove a credit to himself, to the Railway Department, and to the staff.
Mr. Mercer stated that he realised he was facing the biggest task he had yet undertaken in the training field. He would be a buffer between the manager and the men. He would endeavour to do his best for the team and all concerned, and it would not be his fault if the members of the team were not absolutely fit when they took the field. He thanked all those who had subscribed towards the valuable presents handed to him, but what he valued most was their expressions of good will and wishes for a pleasant and successful tour.
A large gathering of his fellow-employees at Head Office met Mr. M. Nicholls in the chief accountant's office for the purpose of bidding him farewell previous to his departure with the All Blacks for South Africa. He was presented with a handsome travelling bag as a mark of esteem by the staff.
Mr. James Mason, member of the Railway Board, who made the presentation, said that the railwaymen were proud of the fact that Mr. Nicholls had been selected. Everyone was alive to the fact that South Africa would leave no stone unturned to defeat New Zealand, but the New Zealand selectors had chosen a stalwart body of men who would play up to the best traditions of the game. The railways were also pleased to have other members of the service (Messrs. Mercer and Lilburne) go with the All Blacks, and their movements would be followed with the keenest interest.
Mr. H. Valentine, chief accountant, and Messrs. Porteous, O'Connor, and Boult joined in expressing good wishes towards Mr. Nicholls.
In responding, Mr. Nicholls said that he appreciated very much the laudatory remarks made and the magnificent presentation bag. He assured them that the team would do its utmost to win all matches. If beaten, and that might happen if they met a stronger team on the day, he hoped that such defeat would be taken in the best spirit, and they would expect the people of New Zealand to realise that the team had done its best.
Mr. H. T. Lilburne, apprentice boilermaker, Addington Workshops, who sailed with the All Black team, has been described as one of the finest natural footballers who has played in Christechurch during recent years He first played for Canterbury in 1925, but it was not until the last football season that he came into real prominence as a full-back, and he was then freely mentioned as a “possibility” for the South African tour. He subsequently played in the trial matches, in which he greatly distinguished himself. He is a versatile player, and is one of the youngest members of the All Black team.
The appeal made throughout the service for contributions towards the expenses of Mr. A. J. Cleverley's participation in the boxing contests at the Olympic Games was liberally supported.
Mr. Cleverley sailed with the New Zealand team for Amsterdam on 28th April—a consummation brought about largely through the generosity of his fellow employees. The Olympic Association of New Zealand has written expressing appreciation of the practical support given to the above appeal by the railwaymen of New Zealand, and this Magazine desires to thank all who have assisted in bringing the effort to such a successful issue.
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Following are the subscription amounts received per lists from:—E. Morgan, £5 9s.; C. Dickinson, £2 12s.; Mr. Duncan, Stationmaster, Auckland, £1 1s. 6d.; R. J. Croudis, Stationmaster, Waipawa, 7s. 6d; Oamaru R.O.I. (Mr. Braggins), 10s.; Mr. G. McNeil, Stationmaster, Mt. Eden, 8s.; Stationmaster, Featherston, 8s.; Dunsandel Staff (Mr. Breach), 14s.; Riverton Staff (Mr. Hoyles), 4s.; Running Shed, Thorndon, £2 10s. 6d; Community Club, Wellington, £6 16s. 5 1/2d; Napier Staff (Mr. K. D. Croft), 15s.; Napier Workshops, 12s. 6d; Hastings Staff (Mr. J. Sharkey), 7s.; Henderson Staff (Mr. F. M. Delaney), £1 5s.; Mr. G. Johnston, £4 4s. 6d.; Rangataua Staff (Mr. J. Hurley), £1 14s. 6d; Taihape Staff, 10s.; Otorohanga Staff (Mr. W. T. Hornibrook), 10s.; Petone Workshops, £16 4s.; Head Office Staff, £1 14s.; Te Kuiti Staff (Mr. J. White), £1 10s.; Shannon Staff (Mr. Thomas), £1 1s.; Levin Staff (Mr. Stedman), 2s.; Mr. A. Gustofsen £4 7s. 9d.; District Traffic Manager's Office, Wellington (Mr. J. F. Donald), 13s. 6d.; District Engineer's Office, 10s. 6d.; Mr. V. F. Cunningham, 2s.; Picton Staff, 18s.; Stationmaster, Dargaville, 10s.; Ikamatua Staff, 4s.; Mr. Dickinson, £2 5s. 6d.; Mr. J. Dwyer £5; Masterton Staff, £1; Community Club, Wellington, £5 4s. 11d; Tradesmen's Assn., Greymouth, £1 6s.; Westport Section, 7s.; R.O.I., Ohakune Branch, £2 19s. 6d; Mr. J. Currie, £3; Waikouaiti Staff, 14s.; Newmarket Workshops Cricket Team, £1 7s. 6d.; Mr. C. Dickinson, £7 12s. 6d.; Waipara Branch A.S.R.S., £1 6s.; Taihape Staff (Mr. L. D. McCallum), £1 11s.; Mr. Flennery, £1 14s.; Mr. J. Mears, £5 11s.; Westport Shops (Mr. C. G. Worthington), £1 4s. 6d.; Addington Workshops, £4 0s. 6d.; various lists per Mr. A. T. Cleverley, senr., £30 12s. 3d.; total £139 16s. 11d.
Millington, S. S., Chief Clerk, Gr. 2, Comptroller of Stores Office, to Officer-in-charge Advertising Branch, Special Gr. 3, Wellington.
Stanley, V. R. J., Assistant Business Agent, Gr. 5, Head Office, to Business Agent, Gr. 4, Head Office.
Shunters to Guards:
McAnelly, J., to Taumarunui.
McCarthy, E., to Dannevirke.
Page, T. E. W., to Otira.
Storeman to Guard:
Burrell, F. L., to Maungaturoto.
Porter to Shunter:
Bower, F., to Greymouth.
Porters and Crossing Keepers to Storemen:
McKenzie, J. K., to I.P.W. Office, Gr. 2, Timaru.
Williams, F. C., to Gr. 2, New Plymouth.
Tablet Porter to Signalman, Gr. 2:
Micklewright, H., to Timaru.
Fitters to Draughtsmen, Chief Mechanical Engineers's Office, Wellington:
Ashman, J. C.
Corles, L. L.
Vincent, R. E.
Fitter to Leading Fitter:
Mann, F. C., to Newmarket.
Labourer and Acting Iron Machinist to Holder-up:
Streeter, J. R. F., to Addington.
Gangers, Gr. 1, to Sub-Class 10:
Bassett, W. H., to Frankton Junction.
Fletcher, J., to Dunedin.
Johnson, H., to Invercargill.
Surfaceman to Ganger, Gr. 2:
McLennan, K., to Morrinsville.
Surfaceman to Storeman:
Wilson, G. H. J., to Oamaru.
Automatic Signal Maintainer to Electrician:
Creedon, C. P., to Auckland.
Line Erector to Electrician:
Lambert, R. V., to Newmarket.
Line Erector to Automatic Signal Maintainer;
Deeming, J. E., to Auckland.
Clinch, J. H., Term Casual Ironmoulder, Addington.—Suggested container for dies and screws for oil core-making machine.
Grigg, M. H., Clerk, D.T.M.O., Auckland.—Suggestion re parcels freight stamps.
King, I., Ganger, Pukerangi.—Suggestion re gauge for use in track inspection.
Lynch, J. S., Clerk, New Plymouth.—Suggested improvements to platform barrows.
Nash, F., Clerk, D.T.M.O., Wellington.—Suggestion re parcels freight stamps.
Treeby, G. R., Guard, Wanganui, Suggested method of indicating on carriages, reserved seats and destination.
Whyman, A. V., Enginedriver, Wanganui.—Suggestion re lubricating of drawgear between engine and tender.
Williams, E. G., Tablet Porter, Tokomaru, Suggestion in connection with the handling of stock at Tokomaru.
Black, G. E., Leading Carpenter, Greymouth.—Awarded bonus of £2 for suggested improvement to screw shackle to make screw self-cleaning.
Bryce, G. J., Loco. Foreman, Taihape.—Awarded bonus of £10 for suggestion that the Department provide its own water supply at Napier.
Hobby, W. T., Term Casual Iron Machinist, Addington.—Awarded bonus of £8 16s. for suggested improved method of bending ends of wing and check rails.
Mackenzie, W. B., Fitter, Addington.—Awarded a bonus of £2 for suggested improvement to standard brake-van lock.
Pike, R., Surfaceman, Dunedin, awarded bonus of £8 16s. for suggested improved method of bending ends of wing and check rails.
Smith, E. W., Sub-Foreman, Newmarket.—Awarded bonus of £2 for suggested method of preventing bogie king pin cutter from fouling brake rods.
Taylor, S. A. I., Carpenter, Newmarket.—Awarded bonus of £1 for suggested improvement to carriage windows.
The Administration invites ideas likely to effect economies or improvements in any phase of Railway operations.
To the keen, observant employee, methods for improving the service sometimes suggest themselves in the course of the day's work.
Your suggestion or invention may be valuable both to yourself and to the Department. Do not hesitate to send it along to the Secretary, Suggestions and Inventions Committee, Head Office, Railway Department, Wellington.
Note—Although the suggestions and inventions listed have not all been adopted, the enterprise of the members concerned is greatly appreciated.
The jumper suit with a cardigan coat still remains the smartest thing of the season, and is, fortunately, very easy to make.
Horizontal stripes are ultra-fashionable just now, and the coat is lined with the same material as is used for the jumper.
The highest Paris mode gives expression to a joyous mood. It radiates a spirit that is contagious in its gaiety. Much attention is given to tiered and flared arrangements at present, because the most fashionable materials are soft and supple, lending themselves to subtle treatments. For the moment, there is nothing to exceed in smartness the transparent velvet frock, figured or plain. Velvet and crepe satin also are used extensively in combination. Black is of utmost importance, with medium tones of brown, blue, red, green and gay contending for special honours.
For youthful figures, semi-tailored effects in velvet and satin are highly approved. Especially smart is a design with nice basque bodice and gracefully flared skirt. Into the front of the skirt is set a panel of crepe satin, trimmed with buttons, while the basque has revers and vestee to match the skirt panel.
Speaking of panel effects, nothing is smarter than frocks in two tones of one colour, or all of one shade, with the panel made on the reverse side of the silk when crepe satin develops the frock. An alliance between straight and flaring lines always results in a youthful silhouette; hence the great popularity of the idea.
For daytime frocks, the jerseys and novelty flannels are in great vogue.
There are many waistlines near the tops of the hips, despite the prevalence of the low-posed waist. There has been little change in skirt lengths for daytime, and, although a hemline is often irregular, it is never sufficiently so to be below the coat hem.
Belts are an almost invariable feature, and they are expressed in many ways. Sometimes they are quite wide and extend only around the sides and back of a blouse. When the belt is omitted the blouse usually has an irregular lower edge to provide for a motif of hand-embroidery or, more fashionable still, the monogram of the wearer.
Coats are partial to wrap-around arrangements, only the sports coat limiting itself exclusively to straight lines. Where there is a flare it usually is confined to one side of the wrap. Furs are used for immense cuffs, bands at the lower edge of the coat and long shawl collars.
* * *
Two to four tablespoonfuls of fruit pulp well strained from its juice.
White of one egg.
Lemon juice.
Two tablespoonfuls of powdered sugar.
Beat the white of egg until it is very stiff, add the pulp, sugar and lemon juice, and beat until very stiff. This may be piled instead of cream on halves of whole fruit such as pears, and surrounded with custard.
Reference to the record excursion of over 700 farmers and their wives from Canterbury to Southland by the recent special “Farmers’ Train” was made at the last executive meeting of the North Canterbury District Farmers’ Union.
Mr. A. Fisher, who took part in the excursion to Southland, expressed appreciation of the splendid hospitality of the Southland people. He said that all those who took part in the excursion felt extremely grateful for the many kindnesses extended to them. The banquet was a wonderful success and he did not think such a splendid function could be put on in any other town than Invercargill. There was no doubt that Southland was a wonderful province and he believed that many farmers would settle in that district and assist in making Invercargill the great city it deserved to be. He regretted that it had got abroad that many of those taking part in the excursion had been unable to secure accommodation. Within half an hour of the arrival of the train everybody had been taken to a billet. Many people waited up until 3 o'clock in the morning in order to receive the visitors, and he desired that it should be made public that there was no truth in the reports that some of the excursionists were walking the streets. All deeply appreciated what was done for them and on the return trip the sum of £75 was collected in the train. The larger portion of the amount was given to the secretary and his assistant, and the balance was to be used for the purchase of a cup to commemorate the visit. He suggested that in future the Railway Department should add something to the fares so as to be able to reimburse the people who entertained the visitors. He moved that the executive place on record its appreciation of the hospitality of the Southland farmers on the occasion of the recent visit of Canterbury farmers to Southland.
Mr. J. W. Black, who also took part in the excursion, endorsed Mr. Fisher's remarks, and said that one thing which he appreciated very greatly was the fact that some farmers came from distances of fifty or sixty miles in order to drive them round. They could not have had a better time and the Southland people had given a fine example of what organisation could do.
Mr. R. J. Bishop said that although there was a rush at the refreshment rooms there was plenty of refreshments. He considered that the Railway Department did marvellously well in catering for the large number of excursionists.
Ability to render first aid, not only in the course of their daily work but in their homes, is being regarded by an ever-increasing number of railwaymen as a necessary part of their training. Whenever and whereover first aid classes are formed within the service there is seldom lacking that liberal measure of support which ensures success.
This fact was exemplified when the Wellington and Petone first aid classes were formed last March. No less than 295 members were enrolled for these classes—applications for enrolment coming in from places as distant as Upper Hutt, Trentham, and Kaitoke. Out of the above enrolments, eight classes were formed—six in Wellington and two in Petone.
Owing to difficulty in securing a sufficient number of text books (a supply having to be procured from England) the actual work of the classes did not commence until September. The delay, however, did not seriously lessen the enthusiasm of members, the gratifying total of 183 attending one or more of the lectures. Of this number, 66 completed the course and sat for the examinations. These were held in Wellington during December last, Dr. Shirer, Wellington, and Dr. Harding, Petone, being the examining officers, and only two failures were recorded.
The lecturer at the Wellington classes was Dr. L. A. Line (four classes) and Dr. Palmer (two classes). At Petone the lecturer was Dr. Hutchison, who had charge of two classes.
Instruction in practical work (bandaging, etc.) in the Wellington classes was given by twelve nurses from the various divisions of the St. John Ambulance Association, similar instruction being given to the Petone classes by two male members of the Association. This instruction was all given both voluntarily and gratuitously.
The action of the Department in affording members of the classes every facility to acquire a practical knowledge of ambulance work has been greatly appreciated.