LETTERS TO THE EDITOR,

New Zealand Herald, Volume LV, Issue 16894, 5 July 1918, Page 6

LETTERS TO THE EDITOR,

RECENT IMPORTS. Sir,— following particulars are taken from a list prepared by tho Government statistician:-— * IMPORTS. Four months January 1 to April 30. 1917 1918 Increase Gals. Gals. Gals. Brandy .. .. 12,253 34,173 21,920 Spirits (Gin ■.. 26,755 51,01Q 24,255 Schnapps) .. 26,755 61,010 24.2 5 Rum .. .. 4,665 5,282 617 Whisky 182,730 337,533 154,860 Wine, fermented 1.835 8,203 1,208 Wine, still .. 31,091 46,510 12,416 ffine .. .. 1,055,320 1,468,448 413,128 1917 1918 Doorcase Hardware .. £104,603 £87,908 £86,700 Machinery . . 44,971 • 25,137 19,834 Drapery . . • 78,185 68,316 19,869 China & Crockery 94,436 30,209 19,227 Textiles.. .. 37,160 28,127 11,033 Woollens .. 260,755 152,263 108,492 Comment on the above is unnecessary, except that our Acting-Minister for Finance still urges the people of New Zealand to practice economy, G. A. Buttle, LIGHTING ON STEAMER^.

Sir,— have read with interest Mr. Gillies' letter suggesting the installation of electric accumulators on board ships for emergency uses. I would like to point out the difficulties in the way of such a scheme. The usual voltage of lamps on board ships is 110, and as each accumulator supplies 1.8 volts, the number required, allowing a few for spares, would be 70. The size of each accumulator would dopend upon the number of lights required and upon the amount of current taken by the wireless installation, which would also be in use. They would therefore be somewhat bulky, ve?y heavy, and should they be full of sulphuric acid would be dangerous. They would also require expert attention at all times. I believe a bettor plan would be to have a direct coupled dynamo driven either by a steam or oil engine, and of sufficient size, for emergency lights, eto. If steam it would always be warmed up at night ready for immediate use, and with its own steam piping connected to ewh boiler, with a non-return valve in each connection in case any particular boiler failed. A set of this kind could be easily installed ot the top of the engine-room, whereas to alter the position of the main dynamos and engines in existing ships would be a difficult and expensive matter. I may say that I once had an experience in the North Atlantic, who-.] we built a coffer dam round our dynamos v to keep the lights and wireless going. 1 A Marine Enqinbeb.

TRAM TRAFFIC CONGESTION. Sir,— is not necessary to eraphasiso that there ia a real and pressing need lor something toi be done, ii possible, to make provision for the better means of conveying the crowds of passengers who Eire anxious to leave the city for home between 6 and 6.16 p.m. especially. My project for the relief of such strenuous conditions is this:—That the manager of the Tramways Company and representatives of the City Council, and of all local bodies interested, should seek a friendly conference with the Minister for Railways and the responsible railway authorities, with the object of ascertaining whether, by mutual co-operation, all the tramway passengers for Newmarket, Epsom, and Onehunga, also all those for Remuera, could not be conveyed by train to Newmarket, and thus relieve the tramway system of all this very large proportion of the whole traffic. That is, of course, during these rush hours, in the evening at least; when Newmarket would be made the startingpoint and terminus for the trams to further convoy these railway passengers to their several destinations along these two tramway routes. There would be many advantages in this proposal, both to the passengers, Tramways Company, and Railway Department. In the first place, overy passenger could reach home about 10 minutes sooner than if they made the whole journey by tramcar, largely on account of the shorter and less elevated train route, with no stoppages to Newmarket. The Tramways ' Company would be saved a large expenditure of steamongine power in the power house, as the amount needed to propel all the Onehunga and Remuera cars to the very highest point of the whole route, viz., at the top of Khyber Pass, would not be required. Only about half the number of tramcaxs would be required for the same number of passengers from Auckland for the Onehunga ana Remuera services, as the route to Onehunga is fairly levol from Newmarket. The average time for a train to reach Newmarket from Auckland is about nine minutes, and the return trip to Auckland seven minutes, or 16 minutes for there and back; so that only one train dsvoted to this special purpose could easily make five return journeys within the two hours, at intervals of not more than 24 minutes; each time being full of passengers, and, therefore, very payable to the Railway Department at a low fare, certainly not exceeding 2d for the single journey, and less for season tickets; a matter which, of course, the Tramways Company and Railway Department could arrange. Assuming that 20 cars aro now engagod on the Onehunga and Remuera services during these hours, I consider that 10 would do it as well, with Newmarket as the starting point, as many passengers would not require to travel further than Newmarket by train, and would not require the tram at all during these hours. But, assuming that 12 oars were retained for these two services, which would provide accommodation far better than at. present, the remaining eight cars would be available for all the rest of the various tramroutes; and in the same proportion, whether more or fewer cars than 20 are at present required. One thing is certain,- that new outlets for passenger traffic must be found, as the city and suburbs grow and extend. J. E. Taylor.