The New Zealand
Railways
Magazine
Railways
Magazine
Registered for transmission by Post as a Newspaper.
Published by the
New Zealand Government Railways Department
“”
For Better Service.
Service CopyVol. 6 No. 6
Wellington,
New Zealand
December 1, 1931
Holidays
After one of the hardest years the world as a whole has experienced in our times there may be some thought among the people at large that holidays and the holiday spirit should be allowed to lapse until times grow better. In this a serious mistake may be made, for holidays are among the most vital agencies to be counted upon in helping to produce that world recovery for which all look with longing. They are, in the first place, essential to bodily health. The annual vacation is a tonic that often has, for its only-and greatly inferior-alternative, a doctor's bill or a spell in hospital.
The refreshment of mind and spirit which a break from the daily grind brings is one of the factors needed to help in restoring that confidence which is everywhere regarded as the essential forerunner of better times.
To stand aside from the constant strain of business and let the rest of the world go by for a while is the best way to obtain a true perspective, to find out what are the “first things” that should be dealt with first, to see what others are doing, and to germinate new and better ideas and ideals.
Now, perhaps more than even in R. L. Stevenson's time, one would “like to rise and go where the golden apples grow”- and the place would certainly be harder to find. But to move into new surroundings and pause a while and play; to see new things-apples or elephants, bays for bathing in, geysers for gazing at, the moving stairway of the city emporium, or the mowing machine and the lowing cattle of the way-back farm or run, the matchmaker at work in the factory, or the milking machine at the sheds-is to obtain the best kind of rest, if it is not one's regular job.
So every wise doctor advises a holiday that will provide “something different” for the patient. New Zealand is singularly fortunate in its wealth of holiday places. Each of the cities has claims upon the attention of country dwellers and those who live in the other cities. The call of the sea can be answered upon safe and sandy shores at hundreds of open beaches or sheltered inlets around our well indented coasts. Inland, the call of the bush and lake and river claims campers and trampers, the trout of a thousand streams lure the angler, and pleasant country hotels or homesteads are happy holiday places for tired city dwellers.
Very complete arrangements for holiday travel by train have been made this year, as it is recognised that with the need
There is something about a trip by train that gives it a holiday flavour right from the shrill of the starting whistle to the groan of the final Westinghouse stop; and this touch of romance, coupled with the real convenience and comfort found on the way, makes an irresistible appeal to the great bulk of the travelling public, who this year have reason to flock in ever greater numbers to the holiday trains of the Dominion.
A Great Service
Replying to the toast of “Valediction” at the Railway Officers' Smoke Concert in Wellington, the Chairman of the Government Railways Board, Mr. H.H. Sterling, who has just resigned from the position of General Manager of Railways to take up that position, said, “Though I have ceased to be literally an ‘officer’ in the Railway service, nevertheless I find a great deal of satisfaction in looking back over my connection with that great service. I do not use the adjective ‘great’ just for the mere sake of saying it; I believe the service is a great one-great in its interests and in what it does for the Dominion.
“This railway system of ours has had a great and glorious past. I do not suppose anyone has ever attempted to controvert the dictum that the railways have made the development of this country possible and have brought it to a state of productive capacity that could not have been achieved without the railways and the service they performed. I was very fortunate in being able to see the other side of the picture. During the period I was out of the service I was at the head of the organisation which is the railway's biggest customer. In that capacity I was one who wanted service, and I am happy to say that I found the Railway Department never let us down.
“The railways have built up a tradition that is difficult to live up to in times of depression. On the one hand everyone wants something from the railways. You cannot produce transport for nothing any more than you can produce boots or anything else for nothing. If someone obtains a service for which he does not pay, someone, else has to pay for it! That is an elementary principle that has been all too often overlooked in the past; and I am not going to say that in some cases the railwaymen have not done some of their paying. I am endeavouring to say that in regard to the past a great standard of service has been set up. Difficulties, however, have ranged themselves against the railway industry. Competition has entered into it that in former days was unknown. In addition to that, anyone acquainted with the business as it is to-day knows how serious we have found the depression that is affecting the world.”
New Zealand's Transport Act
In referring to the Transport Act and its effect upon the railways, the Chairman of the Government Railways Board, Mr. H. H. Sterling, in addressing a gathering of Railway Officers, spoke inter alia as follows:-
“The fight is only just now beginning, but it is beginning in fairer circumstances than have hither to obtained. Everyone will be in the open, and it will be a fairer ‘go’ than we have had in the past. I urge you to reflect on that, and to realise that it is only by the personal service that you each and everyone of you give to the customers that come within the station precincts that the battle will be won-it is by personal service that you can help the Department and yourselves. It is by personal service that you are able to weave the bonds of goodwill between the public as customers and yourselves as those providing the service. It has been a great satisfaction to me to feel my confidence has not been misplaced. I do not say that for the sake of making a speech, but because I have solid facts to back up my belief.
“As you know, we have had to take a few reefs in our belt in recent times. I have had to make an appeal to every member of the Department to assist as it fell to the Department to effect a drastic curtailing of costs in order to do something towards rehabilitating the financial position of the Department and the country. The response has been a wonderful one. I feel I would not be doing justice to the men of this great service if I did not take this opportunity of saying what our experience has been in that connection.
“Last year our expenditure decreased by nearly half a million pounds, £476,000 as compared with the previous year. This year I think our expenditure will decrease, it shows pretty well certain to decrease, by over one million pounds. We reckon it will decrease by £1,100,000, making in two years a cut in expenditure of one and a half million pounds. Those are very creditable figures, and I say that the result could not have been achieved without the whole-hearted co-operation of the staff in the direction not only of effecting direct economies in connection with their own work, but in making very many valuable suggestions that have been heartily welcomed, and which have been duly acknowledged on every occasion. The number of cases that have come under my own personal notice of men, some of them in the humblest ranks of the service, who have written me personal letters with suggestions I have found very helpful indeed, has given me particular encouragement in the belief that railwaymen are doing their best and the job will be done with credit to themselves and to the Dominion.”
The Railway Does The Job.
(Photo, courtesy Christchurch “Press.”)
A special goods train comprising seventy trucks of wool from North Canterbury sheep stations arriving in the railway yards at Christchurch recently.
General Manager's Message
In taking over the position of General Manager of Railways, I do so with every confidence in the future of the service. The transport position has been considerably clarified in New Zealand during the last few months, and promises opportunities for further co-ordination of effort, in which the Railways, as the backbone of the Dominion transport system, must play a major part.
Having been directly associated with railwaymen all over the Dominion during my whole service with the Department, I know that they will stand loyally and solidly behind me in all efforts to carry out the spirit of the policy laid down by the Board, and that the public will receive from us the best service of which the members are individually capable.
Traffic Review.
The general trade position made it inevitable that railway business should suffer severely during the slump, and from the peak of 1929 the fall in traffic was very rapid. Although the decline has now slackened very considerably, it still continues. The figures published regarding reductions in quantity of traffic handled and revenue received must all be read with the fact of the slump in mind. It would have been far more pleasant to have kept the services running as usual, but it was unfortunately necessary to take action by reducing these wherever possible to the minimum required for carrying on the restricted business. The salutary effect of this action is seen, however, in the improvement in our position, so far as net revenue is concerned, by over £28,000 for the 32 weeks of the current financial year to the 7th November, when compared with the corresponding period last year. The situation has required a reduction in train mileage of approximately one million miles up to the 7th November when compared with the figure for last financial year.
The Board has been much interested to note the effect of the recent general reductions in fares. Whilst the period of their operation has been too short for any definite statement to be made regarding the ultimate effect upon revenue, it is pleasing to find that whereas the decline in passenger revenue was approximately £D40,000 per month during the current year up to the time of introducing reduced fares, the decrease per month during the last two months has been lessened to £30,000. There has been a still further improvement noted in the position regarding the number of passengers carried, the improvement compared with the first four months of this year amounting to over 100,000 in the November four-weekly period.
The Season's Greetings.
The Board desires me to express, on their behalf, through the medium of the Magazine, the Season's greetings to all clients and employees of the Department, and to convey their best wishes to all for a Merry Christmas and a Happy New Year.
In these seasonable greetings my Executive Officers and I heartily join.
General Manager.
New Appointments
Important appointments in the Railways Department were announced by the Chairman of the Railways Board (Mr. H. H. Sterling) on the 5th December, as follows:-
The Minister of Railways (the Right Hon. G. W. Forbes) announces that Mr. H. H. Sterling retires from the position of General Manager of Railways as from 6th December, and that he has been appointed chairman of the Government Railways Board from the same date, vice Colonel J. J. Esson, who has resigned.
Mr. P. G. Roussell, at present General Superintendent of Transportation, has been appointed General Manager of Railways in the place of Mr. Sterling.
The Government Railways Board announces that Mr. M. Dennehy, Assistant General Manager, has retired on superannuation, and Mr. G. H. Mackley, Chief Clerk in the Railway Head Office, has been appointed to succeed him.
The Board has also made the following appointments:-
Mr. E. Casey to be Chief Engineer, vice Mr. F. C. Widdop, retired on superannuation.
The position of Inspecting Engineer in the civil engineering branch, which is at present held by Mr, G. J. Bertinshaw, is to be amalgamated with the position of Assistant Chief Engineer lately occupied by Mr. W. R. Davidson, retired on superannuation, and Mr. Bertinshaw is to be promoted to the position.
Mr. H. H. Sterling, LL.B., M.Inst.T., Chairman of the Government Railways Board.
(S.P. Andrew, photo.) Mr. P. G. Roussell, General Manager of Railways.
Joining the Department in 1893, as a cadet at Auckland, Mr. Roussell was, during the next twelve years, located at various stations in the Auckland and Wanganui districts. Thereafter he filled successively the positions of Station-master at Turakina, Otahuhu, and Te Aroha, Assistant Relieving Officer in the Auckland district, and Stationmaster, Henderson. In 1916 he was taken into the District Traffic Manager's Office at Auckland. With a year's auditing to his credit, and experience of control work in all phases of District Office duties, he was fully qualified for appointment as Chief Clerk to the District Manager at Ohakune, in 1922. In 1924 he was promoted to the position of Chief Clerk at Head Office, Wellington, and in the beginning of 1925 was selected as secretary to the then newly-created Railway Board of Control. He became General Superintendent of Transportation on the retirement of the late Mr. A. K. Harris, and has held that position until the present time. Mr. Roussell's appointment is assured of the approval of both staff and public. He is among the best known and most trusted of New Zealand railway-men.
(S.P. Andrew, photo.)
Mr. G. H. Mackley, Assistant General Manager.
(S.P. Andrew, photo.)
Mr. E. Casey, Chief Engineer.
The following paragraph from the Magazine of June, 1926, in regard to Mr. Roussell, may still be quoted appropriately:-“A strong sense of right, a keen mind that sees all round a subject to its ultimate issues, and a safe instinct for doing the right thing unhesitatingly, are among the qualities which have helped him to win the unstinted confidence of all those engaged in, or concerned with, the railway service.”
Mr. Mackley joined the Railway service as a cadet in the traffic department at Otautau (Southland) in 1900. He worked at various stations in the Southland and Otago districts until 1907, when he was appointed as a clerk in the Christchurch goods department. After being transferred on promotion to Petone station,
Mr. Mackley has been a man of varied and very human interests. When located in Invercargill and at Christchurch and Petone he took a keen interest in athletics, winning many trophies in rowing and other sports. He has been associated with several organisations outside the Department on matters of public interest. Whilst at Kaikohe Mr. Mackley took up the cudgels on behalf of the Dalmatians in that district who were threatened with internment at that time, and he still treasures a watch given by these grateful aliens in recognition of his disinterested and successful efforts on their behalf.
Modern Locomotive Development.
(Photo, courtesy Mr. S. Fahey, Featherston.)
A powerful locomotive built last year by the American Locomotive Co. for the Delaware and Hudson Railway, U.S.A. The locomotive is fitted with a booster and other improvements designed to give greater efficiency in operation.
Mr. Casey, who was promoted from Divisional Superintendent at Auckland to be Assistant Chief Engineer at Headquarters, in May last, joined the engineering staff as a cadet in 1902, and subsequently served in Wanganui, Auckland, Greymouth, and Ohakune districts. In 1912, Mr. Casey took over the duties of Assistant Engineer, Auckland District, and in 1916 took charge of the grade easement works between Penrose and Mercer. In 1921 he was transferred to the Christ-church District, and was engaged in remodelling the station yards on the Midland line prior to the opening of the Otira Tunnel. When it was decided to proceed with the Auckland new station yard and the Auckland-Westfield new railway, Mr. Casey was specially selected to take charge of this work. In March, 1925, he was appointed Inspecting Engineer, with headquarters at Wellington. He has occupied the positions of vice-chairman of the Suggestions and Inventions Committee besides acting on several important Departmental committees. Mr. Casey is known as a public speaker and debater well above the ordinary, holding an unbeateu record at various competitions in the different centres throughout New Zealand, and from 1910 to 1921 he was one of the most prominent officers of the Railway Officers' Institute.
Ken Alexander
December is a disseminator of distilled dill-water, or soporiferous soup. Likewise, it is a course of artificial respiration for those in peril on the seize, a sedative for the sadative, a straight answer to a crooked outlook, a crossing of the Bridge of Sighs, bliss after blisters, and hope after hiccoughs. For as everyone knows, December's strength lies in its leaning towards fattening. December's maxim is that the maximum is its minimum or Christmaximum.
After nineteen hundred and thirty-one years of journalistic jobbing it is difficult to find anything new to offer the perspiring public concerning the digestive season, except indigestion, but nevertheless Christmas is never the less for a’ that, and every year brings new problems and proddings in its wake to wake the welkin. For the harder the pace the greater the grating, and consequently the higher the handspring off the board of control when the bored get control. No one will deny that the past year is better past, and that the past has no regrets except that it took so long to pass, but with Christmas raising the wind we are off on the portmanteau tack with the binnacle boxed and the anchor pawned. Let there be no moaning at the bar when we put out to see what's to be seen.
Some pity the heathen because he has no trousers, but I pity him because he has no Christmas. Our early forebears were also denuded of more than their Christmas stockings; although they indulged in sock-as-sock-can and rotary clubbings, they never relaxed at Christmas, because they had no Christmas; in any case to relax entailed the risk of becoming a premature ancestor. Although Christmas is old it becomes newer as it gets older, because Progress produces, year by year, bigger and better methods of festivation. Back in the age of unreason, when Christmas was in the early stages of consummation, there was nothing else to do except to vivify the vitality with the vitamins of venison, soak in sack, mop up mead, mollify the metaphysics with mull, and fill up the gaps in the conversation with carved specimens of still life. Christmas was a multiplication table, simple abstraction, or absorption of weights and measures. Every man was sufficient unto himself, provided he had a fair spin and was not subject to lock-jaw. Loss of appetite was unknown unless the appetite was cut off at the collar-button, which was sometimes the case in single combat or double-crossing. The modus operandi of the festivity was restricted to gastronomy, and eating was a protected industry.
But as man became less lit and more enlightened, he demanded something to fill the gap above the jaw sockets, and out of this yearning there arose certain daredevils who shattered the adjacent atmosphere with bagpipes and even more
“Absorption of weights and measures.”
Some time elapsed before the amalgamated hosiers introduced the Christmas stocking, and incidentally compounded grand larceny on a grand scale. They induced otherwise honest and impeccable paternal parents to don whiskers and mislead their young while London sleeps, with an impersonation of Santa O'Claus, which is nothing less than an injustice to Ireland and an insult to the Plunket system. But to-day Christmas is not confined to filling stockings, or even waistcoats, for the means of celebration are more varied than inside information at the races, or outside opinion after. Apart from the usual inner promptings, which certainly are not to be merely sniffed at, there is much to inspire the aspirations. Beach, bush, and “bach,” are more accessible than measles between twins. The sandfly is ready to bit the hand that swats it; the mosquito is at the old address, and all Nature longs to put the nips into the skin you love to touch.
At every station railway trains are trained to a hair and wriggle like ringworms ready to ring the land, square the root of your troubles, multiply your pleasure, and decimate the dregs of depression. The iron charger is sur-charged and surges at its moorings. It sizzles at the sidings, that those who run may seize. Its heels are hot on the trail of Trouble and its cow-catcher is out to catch the “cow” and throw it off the road of happiness.
Christmas without the railway would be equivalent to a smoke-concert by correspondence, an absent Christmas present, chilblains in the Sahara, or an anaemic blood-hound.
The railway train is Optimism's answer to the burning question of existence; it represents presence of mind over clatter, steam over stodge, and the pace that thrills.
Certainly, before the advent of the railway, Christmas was not devoid of entertainment, but it was static entertainment, like getting Santiago, Lumbago or Earache on the radio.
Of course, they had transport of sorts, but it was mostly out of sorts. There were post-chaises which were a kind of telephone box on wheels that always seemed to have got the wrong number.
“An anaemic blood-hound.”
The difficulties of travel were greatly responsible for the expansion of the physiology at the expense of the psychology at Christmas. Travel was usually confined to rambling among the vitamins (from A to Z), following the gastric stream to its sauce, sailing through Beering Straight, wallowing in Greece, touring through the Eats and Wets, and seeing Gastronomy first.
But nowadays, the railways make it possible to eat a Christmas dinner at someone else's expense hundreds of miles away from the origin of appetite. It is stated that the Scots are great travellers at Christmas, which speaks volumes for the cheapness of railway travel, compared with the cost of eating at home. Relatively speaking, the railway solves the problem of the Christmas dinner, for what is the use of keeping relatives if you cannot share their hops and joys at least once a year.
Of course, it is possible to surprise one's relatives by motor, but they are bound to hear one coming and conceal their real feelings. Besides the motor is only a coach in the last stages of galloping petrol consumption. On the other hand the railway provides the leisure and comfort to ponder the relative's means to a “bend.” To quote the words of X Wagon, the porter poet:-
In conclusion, dear reader, the railway is the biggest draw on the Christmas programme, and here's hoping that you'll be on the box seat when the “iron horse” flashes away from the barrier with Steam up.
Current Comments
An unusual incident occurred on a recent run of one of Auckland's suburban trains. A passenger joined the train at Papakura and seated himself in a first-class car. When his ticket was checked and the guard found that he was holding a second-class ticket, the former drew the passenger's attention to the fact that he was in a first-class compartment. He willingly paid the difference, and remarked that he was only four days in the Dominion from England, and he had been told before he left England that the New Zealand guards were the most courteous in the world, and during the four days that he had been here he was quite satisfied they were. He said, also, that he had been in many parts of the world, and the guards in this country were the cleanest and best dressed he had ever seen.
* * *
At holiday times even adults anxiously scan the skies and the weather reports to judge whether their important fixtures will be blessed by good or marred by bad weather. To children, however, a holiday outing is often a matter of supreme importance, and many a little prayer goes up for the sun to shine on such an occasion. Doubtless the intimate dialogue written by 13-year-old Ruth Sanders, of Wellington, and reproduced below, will appeal to those who believe in co-operation, even among the elements, for the common good-at least whenever a railway excursion is run:-
Dawn: Who is going to the earth, today?
Sun: I will bring sunshine on the world to-day.
Rain: Be not selfish; I will rain, and help farmers to make fortunes.
Sun: What about older people? They like sunshine.
Rain (scornfully): Old people! They have only a few years to go, while some young farmers have twenty or forty years before them.
Sun: What about picnickers? They want sunshine.
Rain: Pleasure-seekers!
Sun: People want pleasure.
Rain: Do we?
Sun: Yes; we see other people happy. Besides, there is a railway picnic, and think of the people that would be out of work if it were not for railways. Also, a railway is cheap and comfortable.
Rain: If that is so, it will be sunshine.
* * *
Readers of the Magazine are reminded that, in continuation of the anti-tuberculosis campaign commenced in 1929, “Charity” stamps are now on sale at all post offices in the Dominion.
The “Charity” stamps this year are of two denominations-a 3d. stamp (2d. postage plus 1d. charity) for letters and other articles on which postage of 2d. is required, and a 2d. stamp (1d. postage plus 1d. charity) for newspapers, Christmas cards, packets and others articles on which the postage is 1d.
The funds raised by the sale of the stamps will be applied to the establishment of permanent bases throughout the Dominion for children's health camps.
Here's Christmas and New Year Greetings, hearty and sincere. May “New Zealand Railways Magazine” readers everywhere enjoy a really happy Christmas, and may the best of good fortune attend one and all throughout the New Year.–From Our London Correspondent.
Christmas and New Year travel is nowadays a vastly more comfortable affair than was once the case. The stage-coach and the railway carriage of pioneering days were quite remarkable vehicles, but the twentieth century traveller would certainly hesitate before venturing upon a long-distance journey in such equipment.
During the present winter season the Home railways are making a special effort to afford the traveller a maximum of comfort. A feature of the season's passenger operation is the extensive employment of the Pullman car. Some years ago Pullman cars were utilised only to a very limited extent in Britain. The Southern Railway was the pioneer of the Pullman in England: its “Southern Belle” Pullman train between London and Brighton is one of the oldest and most popular Pullman services in the world.
Recently the Southern has introduced several new all-Pullman trains. One new service runs between London (Waterloo) and Southampton Docks, in connection with the American steamship sailings. Another all-Pullman service of the Southern operates between London and the popular south-coast beach resort of Bournemouth. This is known as the “Bournemouth Belle.” The London and North-Eastern Railway also favours Pullman trains for long-distance travel. Between King's Cross Station, London, and the north of England and Scotland, numerous fast all-Pullman trains are operated by this progressive railway.
Night travel is a feature at this season of the year, and on the L. and N.E.R. new third-class sleeping cars, of an exceptionally pleasing type, have just been introduced. The new cars, operating between London and Scotland, are of a different design from earlier third-class sleepers. Previous vehicles have been of the convertible type, and could be used, if required, as ordinary third-class corridor carriages. The new sleeping cars, however, are not convertible, but are used on trains in which there is a constant demand for sleeping accommodation.
The cars are 9ft. 3in. wide and 66ft. 6in. long over body. They provide berths for thirty-two passengers. The body is built of teak, and Limpet asbestos felt packing is provided to minimise noise. The under-frame is entirely of steel, mounted on two bogies. Buckeye automatic couplers and
An Aid To Travel Comfort.
New Type of Pullman Car introduced on the Home Railways.
A most interesting development in passenger carriage design in Britain in recent times is the employment of fabric covering for main-line passenger carriage exteriors, in place of a finish of paint and varnish. Since July, 1928, the Southern Railway has been running a fabric covered main-line passenger carriage finished in the Company's standard colours. Some time ago, having completed 180,000 miles, this carriage underwent overhaul. The fabric was found to have stood up to the conditions very well, remaining pliable and uniform in colour. Both the London and North-Eastern and the District Railway of London also have fabric-covered passenger carriages in use.
The advantages of fabric covering are considerable. A standard main-line carriage can be covered in three days, as against three weeks required for painting and varnishing new stock. The work can be done in any temperature out of doors, provided the weather is dry-a most important consideration in repair work. The fabric is stretched over the panels and not stuck; and the pigment is anchored to the cotton cloth, and not to the panels; hence the creeping and movement of joints underneath does not break up the surface, as it does paint and varnish. Being synthetic, the surface is not affected by heat, and cold; and being non-porous, the dirt does not get into the pigment, but may easily be removed with soap and water, applied with an ordinary carriage-washing broom.
Fabric has for long been employed in Britain for interior carriage work. The Southern Railway has standardised scratch-proof fabric for lining door panels in its latest type of passenger carriage, while the L. and N.E. line also makes extensive use of fabric for
During the past few years many improvements have been made in the methods employed by the Home railways for handling passengers' luggage. One of the most elaborate luggage-handling systems now in operation is that of the Southern Railway, in connection with the movement of passengers' luggage to and from the Continent.
Modern Handling Of Passengers' Luggage Reduces Worry.
The new luggage registration hall at Victoria Station, London.
Registered luggage to and from the Continent is handled in a special luggage office at Victoria Station, London. Here some 350,000 pieces of luggage are dealt with annually. A passenger for the Continent arriving at Victoria hands his luggage to an outside porter, who loads the trunks on to a barrow and transports them to the luggage hall. On a patent weighing machine in the centre of the hall the luggage is weighed, and a weight ticket handed to the owner. On one side of the hall is a row of ten windows, at any of which the passenger may register his luggage. Here all the excess and similar charges are paid through to destination, be it Paris or Constantinople, and the passenger is handed the top copy of the luggage ticket which is made out in triplicate, with which to claim the luggage at the journey's end. The trunks are labelled and numbered to correspond with the number shown on the ticket, and the passenger sees no more of his trunks until arrival at destination. The second copy of the ticket accompanies the luggage on the journey, in care of the guard, and the third copy is retained at Victoria for audit purposes. The arrangement is absolutely fool-proof, no mistakes can be made, and the passenger is relieved of all worry concerning his belongings from beginning to end of the journey.
In the course of their operations, railways are called upon to transport many strange loads. Out-of-gauge consignments are constantly passing between works and docks, and recently the Southern Railway of England conveyed over their system a huge collection of wild animals. All the Home railways include in their wagon stocks vehicles specially strengthened to convey elephants,
The large numbers of railway locomotives built at Home for shipment overseas have been responsible for the putting into traffic by the London, Midland and Scottish Railway of a new type of high-capacity wagon capable of conveying large loads of this kind between the makers' shops and the ports of shipment. The car takes the form of a 65-ton trolley, so constructed that, on arrival at the port, the locomotives may be run directly on their own wheels to an accommodation track alongside the ship. The design which provides for this end off-loading is unique, and the new trucks are claimed to be the first of their kind in the world.
The trucks are built in detachable sections, each comprising two six-wheeled bogies, two end cantilever sections, and one main beams section. The bogies and end section are linked in the usual way by steel centre castings and pins, and the end sections support the centre beams on high tensile steel hangers, and are connected through a steel pin at each corner of the well. The trucks are 72ft. in length, and have a well 40ft. in length. The tare weight is 49 1/2 tons.
Looking Forward to the Journey.
Here's an unusual “out of cage” load recently conveyed over the Southern Railway of England.
A tourist recently returned from a trip through Europe expressed the view that the most comfortable travel found on the Continent was that provided by the State Railways of Denmark. The Danish railway system is much smaller than that of most European countries. In all, there are only 1,500 miles of railway track in the land. What the Danish lines lack in mileage, however, they more than make up for in comfort.
The Railway Maintenance Branch
Its Organisation and Responsibilities.
The Maintenance Branch of the Railway Department is responsible for the safe, efficient and economical maintenance of the railway and its attendant bridges, buildings, and tunnels. A brief account of the important activities of the Branch is given in the following article.
The Makatote Viaduct (260ft. high, 860ft. long) North Island Main Trunk Line, New Zealand.
The present head of the Branch is Mr. E. Casey, A.M.Inst.C.E., Chief Engineer, who after rising to the position of Inspecting Engineer was appointed Divisional Superintendent of the North Island Railways on 1st April, 1926, which position he held until he recently took over his present duties.
Associated with Mr. Casey in the Head Office are Mr. G. J. Bertinshaw, A.M.Inst. C.E., Asst. Chief Engineer, and Mr. A. S. Wansbrough, M.Inst.C.E., Designing Engineer.
Attached to the Chief Engineer's Office is a staff of Assistant Engineers and Draftsmen engaged in the preparation of standard and special plans for the guidance of District Engineers, also the preparation of plans, specifications and contracts for all new works, including station yard designs, bridge and structural work. They also prepare statistical data and keep a detailed record of the strength and condition of all bridges throughout the system.
The length of main line for which the Chief Engineer is responsible is 3320 miles, and the topography and physical conditions of the country which a great portion of the railway traverses make the maintenance of the track a task which imposes an arduous and heavy responsibility on the whole maintenance staff.
About half of the total mileage of the railway is constructed on grades steeper than 1 in 200, while one mile in every eleven is on a grade steeper than 1 in 50. Of the total mileage, nearly 6 per cent. is curves of 10 chains radius and under, nearly 12 per cent. has curves of 15 chains radius and under, while a total of 26 per cent. of the total mileage is curved track. The total length of bridges under the track on the New Zealand Railways is 54 1/4 miles.
For purposes of administration the system is divided into seven districts, each controlled by a District Engineer, with assistant engineers and clerical staffs.
The track itself is immediately under the control of Inspectors of Permanent Way, whose sections average about 110 miles and is sub-divided into lengths under the charge of gangers and surfacemen.
The bridges, buildings and various structures are under the charge of Foremen of Works in the various districts. The bridges in particular are carefully inspected at regular intervals by a Bridge Inspector, who is solely engaged in this work and makes separate reports on the condition of each bridge in his district for the information of the District Engineer and the Foreman of Works.
(Rly. Publicity photos.)
(1) Mr. G. J. Bertinshaw, A.M.I.C.E., Asst. Chief Engineer; (2) Mr. A. S. Wansbrough, M.I.C.E., Designing Engineer; (3) Mr. E. Casey, A.M.I.C.E., Chief Engineer; (4) Mr. W. B. Lee, Act. Chief Clerk; (5) Mr. C. G. Wilson, A.M.I.C.E., Asst. Engineer.
(Rly. Publicity photos.)
(1) Mr. W. E. Puddy, A.M.I.C.E., Asst. Engineer; (2) Chief Engineer's Drawing Office; (3) Mr. P. B. Bryden, A.M.I.C.E., Asst. Engineer (left), and members of the Designing Staff; (4-5) Chief Engineer's Typistes; (6) Chief Engineer's General Office (Clerical).
The Department has been fortunate in the type of men engaged in the actual maintenance of the track and structures. The permanent way has been maintained to a standard which has evoked unstinted praise from visiting railway officers, while in case of slips and accidents, no matter how trying and unpleasant the working conditions may be, the maintenance men give of their best in work and organisation.
Probably the most spectacular feat accomplished by the maintenance staff was the repairing of the thirty-five miles of line between Otane and Napier after the earthquake, in February last. A work which to the ordinary observer would take weeks to accomplish was carried out by the maintenance staff working at highest pressure in less than three days, a feat which earned the heartfelt commendation and gratitude of the local residents and the special thanks of our General Manager.
As indicating the high standard of professional knowledge of the members of the maintenance staff, it might be mentioned that of the total of fifty-one members of the engineering staff, including juniors above the rank of cadet, no less than forty-one have passed the examination for admission as Associate Members of the Institution of Civil Engineers, while each of the remaining ten members has completed a portion of the examination.
Modern Freight Terminals on the N.Z.R.
(Rly. Publicity photos.)
The inward (top) and outward goods sheds at Auckland, equipped with the most up-to-date facilities for the prompt reception and despatch of goods.
“The wife of a duke is a ducky.”
“There are three English downs—North Downs, South Downs, and Eider-downs.”
“Charles I. was going to marry the Infanta of Spain. He went to see her, and Shakespeare says he never smiled again.”
“The Philistines are islands in the Pacific.”
“Oceania is a continent containing no land.”
“Things that are equal to one thing are equal to anything.”
“Marconi is used to make delicious puddings.”
“Ships at sea find their way by means of a compass, which draws a circle whenever they wish to turn round.”
“An antidote is a funny story you heard before.”
“A goblet is a male turkey.”
(Written for the “New Zealand Railways Magazine,” by
James Cowan
Rotomahana, the wonderful lake in the heart of our Thermal Regions, has attracted more than usual attention recently, because of a suggestion that its level should be lowered in order to give the geyser action along its shores more play, and particularly to allow investigation to be made for traces of the lost White Terraces and Pink Terraces, the one-time glories of the lake. In this article the old-time Rotomahana and its environment are described, and some account of the present lake is given.
“Before the Eruption” is a period hazed with a kind of romance in our Rotorua Geyserland. Everything was more or less adventurous and devoid of the luxuries which we take so easily to-day. Travel was slow; time jogged along like the old coachie's horses; you didn't get everything in the hotels by merely pressing a button or turning on a switch. There was no railway to Rotorua; you either went from Auckland to Tauranga by steamer and thence drove through the Oropi Bush route to Ohinemutu, or else took the long coach journey from the Cambridge railhead. There were no fine bath-houses wherein you laved your delicate limbs on sumptuous porcelain sunk in the floor like some old Roman palace bath. You just dipped in the pool amongst the manuka scrub or with your native friends, male and female, in the social warm bay at Ruapeka or a score of other places. And the centre of the sight-seeing traffic was not the Rotorua township so much as Te Wairoa, now so celebrated as the Buried Village, the point of embarkation for the great showplace of the “Hot Springs,” as the thermal district was then generally called, the Terraces of Rotomahana.
Yonder looms the grim old mountain that changed all that, that ruined the old easygoing life of the Lakes as it ruined the most lovely things in wild Nature in this territory. Tarawera may be harmless to-day, but it towers there in sulky desolation, unrepentant of its ferocious past, menacingly regarding those who venture up its shattered sides as much as to say: “If you don't look out and behave with respect and circumspection I'll do it all over again.”
Forty-five years have passed since the eruption of Tarawera and the destruction of Rotomahana. Some of the physical changes which were brought about by the outburst would seem to have been the work of centuries, so greatly have they altered the face of the land in the central part of the Thermal country. Most of all has this transformation affected Rotomahana. The little shallow reedy lake of the pre-eruption era is now a deep gulf of water many times its former size, with a surface nearly 150 feet above its before-the-eruption level. The tourist's power-launch cruises through clouds of steam, floats on water that thuds against the lake thumping with threatening fist, as if to announce that he is still all-powerful if he but wished to assert his might.
Turn to the old Rotomahana, the old Tarawera, and draw again the curtain from the dramatic scenes of an unearthly beauty that once brought travellers from the ends of the earth.
One of the earliest pakeha visitors to Rotomahana and the White and Pink Terraces was Sir George Grey, during his first Governorship of New Zealand. The account of the tour, which is contained in a now rare little book, “Journal of an Expedition Overland from Auckland to Taranaki,” published in Auckland in 1851, is the first detailed description we have of the lake and its
Two years before Hochstetter came, Mr. S. Percy Smith, afterwards Surveyor-General, visited Rotomahana and canoed about its waters. Early in 1858 he and his cousin, C. W. Hursthouse (the “Wirihana” of the Maoris) walked up here from Taranaki and Taupo. Mr. Smith described the beauty and interest of the place in his diary. He frequently spoke to me about the charm of old Rotomahana, and he recorded the appearance of the lake and its islands in some sketches, one of which is reproduced in this article.
“In the middle of the lake,” Mr. Smith wrote, “are the pretty Chinese-looking islands of Puwai and Pukara, covered with houses and manuka.” These islets, with the Maoris camped on them—the chief Rangiheuea was on Puwai with several other people—were blown into the air in a twinkling of an eye when Rotomahana and the Terraces were destroyed in 1886. Mr. Smith was charmed with the abundance and tameness of the birds of the warm lake, especially the “elegant little torea.” These torea, he noted, were lucky rascals, protected by the tapu (the close season lasted nearly all the year). “They have nothing to do but hop up and down all day long, first on one leg, then on the other, warming their feet in the water, and then jumping into the air with a loud scream.”
One of the sketches in Mr. Smith's journal shows that beautiful little lake, Okareka, between Rotorua and Tarawera. There is a canoe on it with sail set. There were in those days two or three Maori villages on its shores, which were wooded nearly everywhere, relieved by beautiful white beaches and headlands. Most of the shores, with the lake, are now a State scenic sanctuary.
Dr. Ferdinand von Hochstetter's account, written in 1860, is the first scientific description of the lake and the terraces. Hochstetter, who visited the place, after seeing Taupo, on his journey through the heart of the Island, said that Rotomahana was one of the smallest lakes in the district, barely a mile long from north to south, and over a quarter of a mile wide. According to his measurement it was 1098 feet above the level of the sea. Its form was very irregular on the south side, where the shore was formed by swamp; three small meandering creeks discharged themselves into the lake. In many parts of those swamps warm water streamed forth, mud pools were visible here and there, and from the projecting points muddy shallows covered with swamp grass extended almost as far as the middle of the lake. At the north end the lake grew narrower. The quantity of boiling water issuing from the ground, both on the shores and the bottom of the lake was “truly astonishing.” Of course the whole lake was heated by it. Near the mouth of the cool creeks, the water showed a temperature of 50 deg. F. to 52 deg. F., but in the middle of the lake and near its outlet 80 deg. F. was about the mean temperature of the lake. The water was muddy, turbid, and of a “smutty green colour.” It was the harbour of countless water and swamp fowl. The main interest was attached to the east shore. There were three principal springs to which the lake owed its fame.
“First of all,” Hochstetter wrote, “is Te Tarata, at the north-east end of the lake, with its terraced marble steps projecting into the lake, the most marvellous of the Rotomahana marvels. About 80 feet above the lake, on the fern-clad slope of a hill, from which in various places hot vapour was
“… brimmed with water, brilliant, yet in hue The tenderest delicate harebell-blue.”—Domett.
Hot water cups of the famous White Terrace, before the disastrous eruption of 1886.
“The native who served me as a guide asserted that sometimes the whole mass of water is suddenly thrown out with an immense force, and then the basin is open to view to a depth of 30 feet, but that it fills again very quickly. Such eruptions are said to occur only during violent easterly gales. If it be true, then Te Tarata spring is a geyser playing at long intervals, the eruptions of which equal perhaps in grandeur the eruptions of the famous geyser in Iceland. The deposit of the water is like that of the Iceland springs, silicious, not calcareous, and the silicious deposits and incrustations of the constantly overflowing water have formed on the slope of the hill a system of terraces, which, as white as if cut from marble, present an aspect which no description or illustration is able to represent. It has the appearance of a cataract plunging over natural shelves, which as it falls is suddenly turned into stone. The silicious deposits cover an area of about three acres of land. For the formation of these terraces, such as we see them to-day, doubtless thousands of years were required.
“The flat-spreading foot of the terraces extends far into the lake. There the terraces commence with low shelves containing shallow water basins. The farther up the higher grow the terraces—two, three, some also four and six feet high. They are formed by semi-circular stages, of which, however, not two are of the same height. Each of those stages, has a small raised margin, from which slender stalactites are hanging down upon the lower stage, and encircles on its platform one or more basins resplendent with the most beautiful blue water. These small water basins represent as many natural bathing basins. Some of the basins are so large and deep that one can easily swim about in them. During violent water-eruptions from the main basin, steaming cascades may occur; but at ordinary times very little water ripples over the terraces, and only the principal discharge
More poetic, if less scientific, is that eloquent passage in J. A. Froude's “Oceana,” describing the pleasures of the warm baths on the Pink Terraces and the glory of the crater pool. His Maori guide took him to the Pink after seeing the White Terraces. “The youth,” he wrote, “led us up the shining stairs. The crystals were even more beautiful than those we had seen, falling like clusters of rosy icicles or hanging in festoons like creepers trailing from a rail. At the foot of each cascade the water lay in pools of ultramarine; their exquisite colour was due in part, I suppose, to the light of the sky refracted upward from the bottom. The temperature was 94 or 95 degrees. The water was deep enough to swim in comfortably, though not over our heads.
“We lay on our backs and floated for ten minutes in exquisite enjoyment, and the alkali, or the flint, or the perfect purity of the element, seemed to saturate our systems. I, for one, when I was dressed again, could have fancied myself back in the old days, when I did not know that I had a body and could run up hill as lightly as down.”
Froude gave us this picture of the crater pool at the top of the Pink Terrace: “The hue of the water was something I had never seen, and shall never again see this side of eternity. Not the violet, not the harebell, nearest in its tint to heaven of all Nature's flowers, not turquoise, not sapphire, not the unfathomable aether itself could convey to one who had not looked on it a sense of the supernatural loveliness. Comparison could only soil such inimitable purity. The only colour I ever saw in sky or on earth in its least resembling the aspect of this extraordinary pool was the flame of burning sulphur. Here was a bath, if mortal flesh could have borne to dive into it!”
As mentioned by Mr. Percy Smith, there were two small islands in the lake, with thatched huts peeping out among the manuka. These islets were named Puwai and Pukara. Puwai especially was resorted to by the Maoris for the healing hot springs, and there were often people camped there. It was the “Singing Isle” described by Alfred Domett in “Ranolf and Amohia.” The poetical name fitted it, because there was a continual sound of steaming water and escaping vapour. One visitor to Rotomahana in the old days (Lieut.-Col. St. John) compared a night's camping on Puwai to sleeping on top of a steaming tea-kettle. Domett described the camping-ground of his romantic lovers on the Singing Isle. They heaped “Elastic fern and broom to keep Down to a pleasant warmth the heat The ground gives out.” There they were lulled to sleep “… by that low changeless churme, The hissing, simmering, seething sound That sings and murmurs all the while, And ever round that mystic isle.”
Puwai, with its Maori campers, and pretty Pukara were utterly destroyed when Rotomahana exploded and was blown into boiling mud and shattered rock on that fearful morning of June 10, 1886.
Now—the changed scene. Rotomahana is six times its original length, it is over 500 feet deep in places, and its area is more than twenty-five times that of the old lake. Its surface is more than 140 feet higher than the level of pre-eruption days. This is due to the fact that the Kaiwaka Stream was not only blocked up by the eruption but was covered by considerably more than a hundred feet of volcanic ash and mud. Some of the water finds exit into Tarawera by subterranean channels, but it is suggested
Some parts of the lake are still superheated by the myriad springs, especially at the Hape-o-Toroa Cliffs, near where the Pink Terrace stood. Along these wonderful shores
“That ever-singing isle, through all the train Of water-birds that swarm the simmering plain.”—Domett.
Puwai Island, old Rotomahana. A sketch made in 1858, by the late Mr. S. Percy Smith.tupakihi wave from the cliff-top and the cooler clay slopes. Innumerable little hot cascades, steaming as they ripple or leap lakewards, issue from the heights, and all along the shore miniature geysers and fierce fountains splash and thud.
The lowering of the water level here would without a doubt make the Rotomahana launch cruise a more thrilling trip than ever.
“The Franz Josef Glacier, with its magnificent surroundings, forms one of the most wonderful sights in the world.”—James Mackintosh Bell.
The famous Franz Josef Glacier, Westland, New Zealand. (Reached by rail to Hokitika, thence by connecting motor services.)
“Where the waterfall gleams like a quick fall of stars.”
The picturesque Upper Papa-o-Korito Falls, Waikare-moana, North Island, New Zealand. (Reached by rail to Rotorua or Napier, thence by connecting motor services.)
“Here Nature floods my heart in unseizable dream.”—Robert Bridges
(Rly. Publicity photo.)
Mt. Egmont (8,260ft.) as seen from the Gardens, New Plymouth, North Island, New Zealand. (A daily express service connects Wellington with New Plymouth (251 miles) from which town the mountain is readily accessible.)
“Escaping—uprising—now living—now dying, Now flowing—now flying, retiring—expiring.”—Joyce Jocelyn.
Thermal activities in the famous Wairakei Valley, North Island, New Zealand. (Reached by rail to Napier, Rotorua, National Park or Putaruru, thence by connecting motor services.)
“… walled about by hills majestic—stately spires and peaks supreme.”
A glimpse of beautiful Lake Wakatipu (shewing the Remarkables in the background), South Island, New Zealand. (Reached by rail to Kingston or Cromwell).
“The soft sunshine, and the sound Of old forests echoing round.”—Shelley.
A typical Bush Railway in New Zealand.
(Govt. Publicity photo.)
“Delightful task … to fix The generous purpose in the glowing breast.”—Thomson.
Our Children's Gallery.—(1) Pat Harpur; (2) Zoe. Alan and Edna Berry; (3) Lois Evans; (4) Nola Peterson; (5) Russell McCrae; (6) Kevin and Maureen Smith; (7) J. McLeod; (9) Ken Anderson (all of Marton) (8) Ruth Hart (Lower Hutt); (10) Eric Pickering (Te Kuiti); (11) Jim Luff (Wanganui); (12) Rosina Pearce (Wanganui); (13) Roland McLeod (Kauri).
Superintendent of Workshops, N.Z.R.).E. T. Spidy ,
Specific instructions (one at each spot) copied from the operation sheet.
The necessity for the employment of the most efficient methods in industry has never before been so obvious as it is to-day. This statement, with the exception of the “obvious” part of it, has always been, and always will be true. Put another way, it means there never was, or is, any justification for the existence of any industry that employs inefficient methods.
In our country we may be inefficient and not know it. In other countries, where there is intense competition, your competitor or your banker will soon acquaint you of the fact, if you do not know it. So it behoves us to keep an eye on the other fellow—not only on one page of his book, but on the whole book of words by all the means in our power. I admit it is not easy—nothing is easy that is worth while—but, it must be done, for the very good reason that our existence absolutely depends on our so doing.
All the foregoing holds good, whether we are in the railway business or any other business.
Now, in regard to the railways, I am a strong advocate of planning methods. Experience has been my teacher, and I notice in the various engineering magazines that a development has taken definite form in the matter of planning output, that I think is worthy of bringing to your notice. It seems to have taken on the title of the “Spot” system, which suits it very well, although we did not call it anything else but the “Schedule System” in the old days. The “Spot” idea had already been built into the Angus Shops of the Canadian Pacific Railway before I joined them, in 1909, and it is universally used for building new rolling stock, but its application to repairs to rolling stock is not so old, at least so far as I know.
Now, the facts to face are the developments of the last five years, and we find railway workshops reorganising and rebuilding, to meet the competitive conditions of to-day, and adopting the “Spot” schedule system as a base for their operations. We have reorganised our workshops, and the are eminently suited to the adoption of this system, without any constructional or machinery alterations whatever.
What is the “Spot” system? It is a system of group working, where all detail work is carried out in specialist departments, such as ours are now—but with this difference. In all erecting and building shops, the vehicles themselves are moved down the shop, at definitely schedule periods, and stop at defined “Spots” for a predetermined
Illustrations accompanying this article give a clear indication of how the system operates, and, in view of its successful adoption elsewhere, there does not appear to be any reason why we might not apply it here, especially in such shops as it is particularly adaptable to. There are, of course, certain difficulties, such as our number of classes of vehicles, the problem of having adequate stocks of spare parts, the diversity of the traffic requirements, etc., and these would call for some suitable modification in the system.
The Crewe shops of the London Midland and Scottish Railways in England, and the B. & O. Railway in the United States, have adopted the “Spot” system, with beneficial results on locomotive repair output. It appears that equally successful application of the system could be made to wagon repairs.
In the Crewe Locomotive Works, England.
Clocks, shewing times of “next moves” on adjacent engine belts.
Rail Travel Comfort at Home
The comfort of railway travel at Home is well-known It is not, however, so generally recognised that the improved equipment that has contributed to this comfort has increased the weight of trains from 450lb. to 1350lb. per passenger. Thus, while the average British steam inner-suburban train of ten carriages seats about 800 passengers on a tare weight of, say, 300 tons, an outer-suburban train set of the same tonnage only seats about 600 passengers, on account of the wider seats and other comforts provided. In the case of a main-line train of ten carriages, only about 360 passengers can be accommodated by reason of the attention devoted by carriage designers to passenger comfort and convenience.
Almost all Home railway passenger carriages are of bogie design, but on the mainland of Europe four and six-wheeled carriages are still being built for local service. Four-wheeled carriages, 40ft. in length, were not long ago introduced on the Northern Railway of France, while until a year or two ago the German railways built four-wheeled carriages exclusively for branch-line working. Since the close of last century, practically no new four or six-wheeled carriages have been constructed at Home.—From Our London Correspondent.
By Those Who Like Us
From the secretary, The Owaka Cooperative Dairy Company, Ltd., to the Act-District Traffic Manager, Dunedin:—
In commencing operations for the incoming season we wish to express the appreciation of this company for the efficient manner in which our goods were handled by your Department during the last season.
The quantity of cream and butter was some few tons above the previous season's output, and the absence of any trouble whatever reflects very creditably on the Railway Department.
In passing, we will mention the staff at our local station, which although considerably reduced during the period, continued to give us every satisfaction.
* * *
From the Manager, New Plymouth Sash and Door and Timber Company Ltd., New Plymouth, to the General Manager of Railways, Wellington:—
Owing to the bad weather conditions that prevailed recently at Onehunga, the boat service to New Plymouth has been much upset.
We have found it necessary to have a fairly large quantity of cement railed direct from Portland to here, and we write this letter to thank your Department for the assistance in bringing the cement through so quickly and satisfactorily. The matter was urgent, and after interviewing your local Acting-Stationmaster (Mr. Greig) everything was arranged to our complete satisfaction.
We are indeed grateful to Mr. Greig for his personal attention, and we feel sure with men of his calibre in the Department's service there is no fear that the Railways will not play their part in the transportation business of the Dominion.
* * *
From Mr. G. Farrell, Auckland, to the General Manager of Railways, Welling-ton:—
I desire to take this opportunity of putting before you my very sincere appreciation of the kindly consideration of the lady attendant on the Wellington-Auckland 2 p.m. Express.
She did all she possibly could to make the journey for my aged mother and my sister and boy (who travelled to Auckland recently) as comfortable as possible, and it is service such as this that encourages one to use the railways.
* * *
From the Teacher-in-Charge, Taihape District High School athletic team, Taihape, to the District Traffic Manager, Ohakune:—
In connection with the recent excursion arranged for the Secondary football and basketball teams of the above school, I wish to thank your Department for its attention to our requests.
The accommodation provided the teams was very good, and every officer with whom the teams came in contact was most courteous and considerate. We feel that this contributed largely towards the success of the day's outing, and we wish to express our appreciation for the excellent service rendered.
History of the Canterbury Railways
(Continued.)
Interesting Facts About the Lyttelton Tunnel.
The Lyttelton tunnel was pierced on the 24th May, 1867, the rate of excavation being from 5 1/2ft. to 6ft. per day. At 4 p.m. on the 23rd May, when it was estimated that seven to 10 yards still remained to be driven, a heavy charge fired at the Lyttelton end cracked the face at the Heath-cote end, and at 6.30 a.m. on the 24th, the Lyttelton miners broke into a drill hole driven from the Heathcote end. They passed an iron rod through this hole, and thus made the first through communication. The distance between the faces was then 14ft., and the levels and alignment were apparently correct. At 3 a.m. on 29th May the Lyttelton gang made a passable breach and rushed through to Heathcote, where they paid a visit to Mr. Holmes (of Geo. Holmes and Co., the contractors) at his residence. He congratulated them, and entertained them at breakfast. There had been considerable rivalry between the opposing gangs as to which should first break through, and the Lyttelton men thus obtained the credit of being successful in establishing through communication.
It was claimed that Mr. Harry Smith was the first man to pass through the tunnel. He came from the Heathcote portal, and though a Lyttelton man was first through the breach, Mr. Smith, having the shorter distance to go, reached the Lyttelton portal before the Lyttelton man reached the Heathcote portal.
The contractors then invited His Honour the Superintendent and local members of the Provincial Council to pass through the tunnel. A train left Christchurch at 12 noon for Heathcote Valley, whence the visitors were conveyed on trollies to Lyttelton, but had to tranship at the point of junction. At Lyttelton they were met and entertained by the Mayor and leading residents.
It is recorded, as a matter of interest, that the first thing carried through the tunnel was a copy of the newspaper Bell's Life in Victoria. This newspaper, which had just arrived at Lyttelton by mail from Melbourne, was passed through an aperture at the face before the larger breach was made.
Owing to the work still being in progress the public could not be admitted to the tunnel, but on Whit Monday (10th June) a public procession was arranged. The tunnel was illuminated by tallow candles set in tin sconces on the walls. A train of nine carriages was run at frequent intervals between Christchurch and Heathcote Valley, and it was estimated that 2,000 persons were carried.
Some adjustments of clearances and floor levels had still to be made in the tunnel, and these the contractors expected to be completed about 15th November, 1867. They accordingly advertised the following through rates to operate from the date of opening:—
From Christchurch station to Lyttelton station, and vice versa: Heavy goods 5/- per ton, light goods 7/- per ton.
From merchants' stores in Christchurch to Lyttelton station or vice versa: Heavy goods 7/- per ton, light goods 9/- per ton.
From Christchurch to ship's side at Lyttelton: Heavy goods 9/6 per ton, light goods 12/- per ton.
General goods from Christchurch to South bank of Rakaia, 37/6 per ton; from Christchurch to Selwyn, 14/- per ton. Coals: Lyttelton to Christchurch 6/- per ton, Christchurch to Selwyn 12/6 per ton.
Wool to ship's side at Lyttelton: From south bank of Rakaia, 13/6 per bale; from Selwyn, 9/6 per bale; from Rolleston, 8/- per bale; from Christchurch, 5/- per bale.
Before the opening of the tunnel wool conveyed by lighter from Heathcote, 2/6 per bale additional. Wool waiting shipment will be stored at Christchurch for 2/- per bale.
Grain: From Selwyn to Lyttelton, 4d. per bushel; from Rolleston to Lyttelton, 3d. per bushel; from Templeton to Lyttelton, 21/2d. per bushel; from Christchurch to Lyttelton, 2d. per bushel; from Selwyn to Christchurch, 21/2d. per bushel.
The rates for wool and grain include weighing, marking, advising, and other charges.
The contractors undertook cartage between Rakaia and the railhead at Selwyn.
On 16th November, 1867, the Lyttelton Times announced that the rails were then a farewell dinner to the workmen was to be given that day. It was also stated that it was proposed to carry the outward English mail by train to Lyttelton on Monday, 18th November, but a few more days would be required to perfect the arrangements before the public would have the advantage of the train service.
The first through train was run on the night of 18th November, 1867. Engine No. 3, driven by A. Beverley, hauled a train of goods wagons to Lyttelton. This was a private trial trip, only the engineer and the contractor being present.
The farewell dinner to the workmen to celebrate the completion of the work was held on the afternoon of Saturday, 16th November. His Honour the Superintendent and other guests were invited and there were also present about 250 workmen. A train left Christchurch at 4 p.m. for the mouth of the tunnel. It had been intended to run this train through to Lyttelton, but unforseen delays prevented this. By the use of trollies the guests were conveyed to the Lyttelton end of the tunnel, where the tables were laid. After the customary toasts, Mr. Holmes proposed the healths of the leading employees who had been engaged on the work, mentioning the names of Ned Walker, Harry Smith, Perkins, Wright, Sampson and others. The company separated about 10 p.m.
It was mentioned that only two serious accidents had occurred during the progress of the work. Both these accidents were caused by explosives. In one case a miner struck a charge which had failed to explode, and in the other case a snuff from a candle fell into an open keg of powder, from which a workman was filling charges for blasting.
The line between Christchurch and Lyttelton was opened for passenger traffic on 9th December, 1867, Trains ran as under:—
This service was also run on 10th December. The regular timetable was commenced on 11th December, as under:—
Fares between Christchurch and Lyttelton were: First class, single 2/6, return 4/-; second class, single 1/6, return 2/6.
Mixed trains were run, the goods wagons being attached behind the carriages as when working to and from Ferrymead.
On the opening of the line to Lyttelton, the railway between the junction with the main line and the wharf at Ferrymead was closed. The staff at Ferrymead was transferred to Lyttelton. Mr. G. Fitzmorris became the first stationmaster at Lyttelton. Mr. G. Walker was booking clerk, Mr. W. Hasloch, shunter, and Mr. T. Fowke, platform porter and later head porter. Harry Smith was appointed stationmaster at Heathcote Valley.
A temporary agreement was made with the contractors for the working of the line till 31st March, 1868, but when that date was reached the contractors had still not completed the work. The agreement was extended, but the Provincial Secretary wrote to the contractors asking them to state within what time they would be prepared to complete the tunnel and hand over to the Government the Lyttelton to Christchurch
Forty-Four year ago
Names
1. W. H. Turner.
2. H, Field.
3. A. R. Taylor.
4. I. W. Turner.
5. I. L. Hester.
6. P. Couch.
7. T. Tatnell,
8. J. W. Reed.
9. W. H. Warren.
10. T. Wyman.
11. A. W. McWilliams.
12. F. W. Arnold.
13. J. S. Reid.
14. C. Collier.
15. T. Hay.
16. H. M. Spencer.
17. W. H. Griffin.
18. J. Boothman.
19. T. W. Rentoul.
20. T. Bradley. (Stationmaster)
21. E. M. Cole.
22. J. Owen.
23. J. Bradley.
24. A. S. Button.
25. W. H. Slater.
26. W. Haden.
27. H. Tregear.
28. J. Parker.
29. W. R. Bradley.
30. J. Andrews.
31. W. J. Johnston.
32. J. Sullivan.
33. W. J. Harrington.
34. C. Burnes,
35. E. J. Norris.
36. S. W. Woodbury.
37. W. Hanson.
38. S. Hutchinson.
39. J. Wilson.
40. W. Bailey.
41. J. C. Relph.
Some Pioneer New Zealand Railwaymen.
On 2nd May the engineer (Mr. Dobson) reported that there still remained to be done in the tunnel, the bringing of the track to its permanent level, the replacing of damaged and short length sleepers, the arching over of the shafts, and the protection of walls and roof in certain places mentioned. In his opinion it was not practicable to bring the permanent way to its proper level, and to arch over the shafts, without closing the tunnel for eight clear days. The remainder of the work could be done without stopping the traffic. Under those conditions the work could be finished without serious risk of accident in from six to eight weeks. On the other hand, if the Government were prepared to close the line for three weeks, the whole of the work in the tunnel could be done in that time, provided proper supplies of labour and material were made available beforehand.
A copy of this report was sent to the contractors, and on 9th May they were asked to say on what date they would guarantee to deliver the Lyttelton to Christchurch railway completed to the Government:
(1) With trains running as at present.
(2) If traffic were stopped for eight days as suggested by Mr. Dobson.
Or, alternatively, what allowance they would be prepared to make if the Government took over the line in its unfinished condition, say at the end of the then current month.
On 12th May Messrs. Holmes and Co. replied that they saw no need to alter the grade in the tunnel as it was a good gradient for all practical purposes. To change it, as the engineer suggested, would take at least a month with the staff of miners available, and the traffic would require to be entirely suspended while the work was in operation. It would take eight to ten weeks to finish the other work in the engineer's list, if (1) the trains continued running, but (2) by stopping traffic for eight days the work could be finished a fortnight earlier. Messrs. Holmes and Co., however, stated that they would not be prepared to hand over the finished line while the maintenance of it remained in their hands. If the Government desired to take the works off their hands at the end of the month, they (the contractors) would expect payment in full of all moneys due to date, including the claim made on 19th December, 1865, for filling in the station ground at Lyttelton, together with interest accrued. They also expected to be paid the percentage retained by the Government in term's of the original contract, as well as payment for further extras (of which details would be furnished), and compensation for obstruction by traffic and other matters. It would take a considerable time to measure up and furnish details in works of such magnitude before adjustment could be arrived at, but they would commence to do so at once if the Government desired it, and terminate the contracts and agreements as soon as that could be done.
The Provincial Secretary replied next day, saying that the Government required a detailed statement of all money claims under contract or otherwise, and would be glad if the contractors would, as suggested, measure up and furnish details for the adjustment of contracts and agreements.
On 18th May the contractors submitted a list showing a total claim of £22,300, exclusive of the £10,000 percentage retained under contract. If required to hand over the railway in its present state they were prepared to allow £500 for completion and maintenance for six months.
There the matter rested till 17th June, when the Provincial Secretary wrote that the Provincial Council would meet on 3rd July and the session was expected to be of short duration. As a vote of the Council had to be taken before any sums could be paid, the Government required details of the claims mentioned in the letter of 18th May. Fail-considered by the Council there was liable to be delay in reaching a settlement. The Provincial Secretary further intimated that as the existing working agreement expired on 31st July the Government proposed to take over the line on that date. On 19th June
On 27th June the Provincial Secretary gave formal notice that on the expiry of one month from 30th June the Government would terminate the contract and take possession of the line on the grounds that the stipulated progress in accordance with the contract had not been made.
On 2nd July Messrs. Holmes and Co. notified that the line between Ferrymead Junction and Lyttelton would be closed against traffic from that date until the work was finished. They offered, however, to run a service between Christchurch and Ferrymead in the meantime if the Government so desired. This offer was accepted.
Mr. H. Smith and his staff from Heath-cote Valley then took charge of Ferrymead station. The tunnel remained closed from 3rd to 27th July.
(Continued.)
The Sailing Clipper Days.
(Photo, courtesy Lyttetton Har Board.)
Lyttelton harbour in 1887. In the centre of the picture may be seen the famous ship “Lady Jocelyn.”
Railway-operated road transport is making big strides these days in Europe. In England, the Great Western Railway has just placed a big order for additional road motors amounting to nearly £90,000, the majority of the vehicles being for goods department working. The Great Western claims to be a pioneer of rail-road development, for its first road motor services were instituted as long; ago as 1904. Since the Great War, and especially during the past few years, it has continued to expand its services.
The country lorry services, operating over an area of from twelve to fifteen miles from railheads, have brought into immediate touch industrial centres and outlying villages, with the result that traffic of every description now passes freely and speedily between country districts and big manufacturing towns. These services have also relieved farmers of the necessity of carting their own traffic to or from railway stations, and enabled them to concentrate their energies upon the farm itself.
(By
.)Tangiwai Our Great Fishing River.
The fame of the Tongariro River is world-wide. Anglers come from England, America, India and elsewhere, attracted by the reports of the big trout and the fine sport catching them in that swift stream of the mountains and the plain. Tongariro is synonymous with good fishing, as all know, from Royalty down. It is a good name and historic withal, and is particularly apropos because it identifies with the Tongariro National Park the river which has its sources in the high places of that mountain sanctuary. But there is an effort in some quarters to displace the ancient name by, or at anyrate make it only of secondary importance to, the term “Upper Waikato.” This name is most misleading, if applied to the Tongariro. It is the old and generally used term describing that section of the Waikato River from its source in Lake Taupo to the head of navigation at Cambridge. That is the sense in which “Upper Waikato” is used by nearly everyone, and certainly by evenyone in the Waikato district who knows anything of the geography of his land.
So, naturally, there is strong opposition to this attempt to oust Tongariro from its rightful position. One of the Ruapehu sources of the river is called the Waikato, but it is an unwarrantable liberty with geographical facts to make this the name of the whole stream down to its mouth in the lake. The Maoris call the river the Tongariro be-cause it draws its waters from the Tongariro mountain group, which in native usage includes Ruapehu as well. The largest river-sources are those which come from Tongariro-Ngauruhoe range and the lava plains at its base. Tongariro is the great name of the territory from the days of old, so Tongariro may the name of our wonderful stream of pumiceland and volcanoland long remain.
A North Auckland friend of mine assures me he wouldn't be the man he is to-day if it wasn't for the abundant oyster and toheroa supplies of his native district in his youth. He is especially loud in his praise of the excellent toheroa shellfish, and he hopes the Government will take measures to assure that the beach beds will not be ruined by greedy hunters with their motor cars. “One toheroa,” he says, “is quite enough for a meal. It is as nourishing as an egg and as satisfying.
toheroa soup goes down the throats of quite a lot of crowned heads and other great ones of the earth to-day. It is one of the many little things that have helped to place New Zealand on the map.
Our kaka parrot is called by the scientific name Nestor Occidentalis, Nestor, I take it, connotes wisdom! Wasn't there a very wise old Greek counsellor the first of that name? But Mr. Kaka, I contend, is quite wrongly labelled by the bird-men. His ways are not those of the wise old bird whose praises are preserved in the little verse:
“A wise old owl lived in a wood,
He never spoke more than he should,
The less he spoke the more he heard;
Why aren't we all like that wise old bird.” No, nothing like that for the kaka, no matter how owl-like and sage he may look with that old hooked beak of his. There is no noisier bird in all our bush. He can't for the life of him keep a still tongue in his head, and the more he talks the more easily is he fooled and captured by the pot-hunter.
In the Urewera forest, or parts of it, the kaka's is the voice most often heard. It is a screech, a rasp, and it is heard all day long. It quite annoyed an old Maori with whom I was once tramping over the Huiarau Range to Waikaremoana. The brown parrots were all around us, screeching their “Ka-Ka-Ka.” At last he was provoked to retaliate. “Ah!” he exclaimed, “you are like a lot of old women with your ‘Ka-Ka-Ka!’ Be quiet, you silly old women!”
It is easy to collect a flock of the birds around you by imitating their screech. And that is when the Maori hunter gets busy. No bird of the bush is more easily snared or knocked over with a stick, and none makes better eating, not even the pigeon. But hist and belay! They are on the protected list, so hands off the talkative old kaka, who so belies his classic beak of wisdom.
Many railway travellers have noticed those great round excavations in the sandy delta plains just south of Ngaruawahia, where the Waikato and the Waipa meet, and have speculated on their origin. All kinds of theories have been advanced by visitors. An Englishman took them for shell craters. The most remarkable diagnosis I have heard came from an erudite lady, who explained that she had been informed they were holes, made by the Maoris in the war-time to pro-tect themselves from the fire of British rifles.
These sand-pits were delved out by the Maoris of old time, but not for dug-outs, nor yet for funk-holes. No, not so. They are runs for sand supplies for the sweet potato, otherwise the kumara (and please don't spell it with an “e”).
The kumara was in other days grown in very large areas over this fruitful plain, and a necessary item in the soil composition was sand. Vast quantities of sand were dug out of the plain near the river, and were used in its kumara fields. Sand, as all gardeners know, helps to keep a plant warm. It was put around the kumara in small heaps (ahuahu) and it protected the semi-tropic plant from severe frosts at night, and gathered the heat of the sun by day, besides giving a necessary element to the soil. So in time the sand-shifting, done by working-bees of men, women and children, pitted all the flat land with round ruas—many of which remain to-day, though many have been filled in—memorials to the old industrious age.
A forestry expert declares that our indigenous timber supply will be “exhausted commercially” about the year 1965. This seems a helpless kind of attitude. There is no sound reason why our forests should even be exhausted as a source of timber supply if a really scientific system of sylviculture were adopted which would devote at least as much attention to the splendid native forest as it does to the planting of exotic trees. Nothing in the world of timber can ever altogether take the place of the trees native to a country; no artificial forest can be so useful or so beautiful as the original varied woodland. But nothing what-ever has been done to regenerate and extend
pinus insignis and other quick-growing foreign trees, mostly American. Our own forests respond quickly to regenerative measures, and the principal trees are of quicker growth than the principal timber trees of Europe, including the oak. Had the excellent counsel of that greatest of foresters, the late Sir David Hutchins, been followed out the improved condition of our forest lands would already be apparent. It is not too late to put his advice into practice, and so ensure a perpetual supply of the finest timbers any country can have.
There has been some discussion as to the last voyages of passenger-carrying sailing ships from England to New Zealand. There was a time when everyone bound to this part of the world had to make the passage under sail, and so many a passenger in those long-voyage days was half a sailor by the time he landed, and the knowledge he gained at sea was often of much use to him in his after colonial life. This period lasted longer than most New Zealanders of to-day perhaps imagine. People were still coming out to the colony in leisurely sailing vessels long after railways had been pushed well on through the country.
Nature's Weird Architecture.
(Photo, A. P. Godber.)
The “Wineglass” Rock at Raglan, North Island, N.Z.
A Day's Catch.
Four salmon (average weight 22lbs.) caught in the Rakaia River, South Island, N.Z.
Although steamship lines began services from London to New Zealand in 1883, it was some years after that before immigration by the fine old clippers ceased. I think the last batches of passengers under sail came out in 1888–89. I remember going on board the “Zealandia” on her arrival in Auckland harbour at that period, with a party of saloon passengers from London, who praised the comfort and pleasure of their voyage. They published a little newspaper on the way out and got a lot of fun out of it. The “Zea-landia” (Captain Phillips) was a handsome iron ship under the Shaw Savill flag.
Then, about the same time some passengers came out to Auckland in that grand old three-skysail-yard ship the “Lady Jocelyn,” which had been “trooping” to the colony in the days of the Maori war. She was without exception the most beautiful ship I have ever seen, that graceful, lofty “Lady Jocelyn,” as she came in to the Waitemata on her last voyage to Auckland. A year later she made a splendid fast run from Lyttel-ton to London, the final flying effort of an ocean beauty all of the olden time.
ByE.Vivian Hall
Christmas in a Self-fed Country—Farm Board and Price War—Hinkler's Christmas Box—Ghandi.
If Christmas this year reflects to some extent the general economic cloud, this will probably be less the case in New Zealand than anywhere. When depression is world-wide, the Northern Hemisphere faces Christmas and the New Year in the season of cold and scarcity. Here “the festive season” falls at least in the season of warmth and plenty. If one had to choose between living in a land which has to sell food oversea, and living in a land which has to buy food oversea, the choice should be soon made. A country that cannot feed itself, lives, in grim truth, on trade. A country that feeds others may be poor in money but in the final analysis is rich. Let New Zealanders rejoice in their sun and soil. There are no better.
Christmas in the Old Country will have less of “wassail,” but may not be poorer for that. The cup that flows has been flowing at a lessened rate, if the Treasury barometer is correct. There was once an idea that the tax-yield of luxuries, or, at any rate, of beer, was limitless, but the putting of an additional penny on to the British beer-tax, if it has nor “dried up the source,” has certainly reduced the October revenue figures. “The breweries,” says the Daily Express, “will pay less to the Exchequer than if the beer tax had not been raised a penny a pint. Treasury officials admit that the new tax is a failure.” Once it was axiomatic that the British nation would get rid of a deficit in a glass of beer. The flowing bowl dissolved trouble, and the brewers could balance a Budget. Has appetite shrunk, or has it wandered into new and less taxable avenues?
What the economist, John Dewey, has called “perhaps the greatest of socialist experiments by the party of individualism” has published some sort of a balance sheet. This organisation, the United States Federal Farm Board, reports that, to support the market, it bought huge quantities of wheat at averagely 81,97 cents, and cotton at 16.3 cents; the market prices at November 24 were 55 cents and 6 cents respectively. Not only did there huge purchases and storages fail to hold prices, prices (it is reported) actually became depressed, because the stored stocks and the uncertainty of their disposal overshadowed the market. Swaps of U.S. surplus wheat for Brazil surplus coffee availed not. Besides the obvious
How will the League of Nations come through the greatest crisis in its career? At time of writing it would seem that the League has succeeded in stopping—pending inquiry—the undeclared war that has been going on between Japanese and Chinese armies in Manchuria, but the situation remains dangerous. There are difficult questions to answer, such as: who is right, and what is the penalty when a nation intervenes with armed force because its nationals may have lacked protection under another Government? There would seem to be no such charge against China that could not be brought with double force against Russia. But China has vulnerable provinces, an immigration prize. Russia's attitude to these Manchurian events remains obscure. Though the League was flouted in the East, Britain and France have asked it to adjudicate on the Irak-Syrian frontier.
The Australian airman Hinkler's wanderings over the two America's resulted at last in a flying sensation—probably the culminating flight of 1931. When he started hopping about in North America, Hinkler was pursued by newspapers that scented a big flight plan, but as he worked southward they appeared to forget about him, and when he made his final dash over the South Atlantic (west to east) he seems to have taken everybody by surprise. When he landed at Bathurst (Gambia) from Natal (Brazil) he had made three records—first trans-Atlantic crossing by a light aeroplane, first west to east crossing of the South Atlantic, and first solo crossing of that ocean. He was not exactly solo, for he carried a Brazilian monkey mascot, but she will not disqualify him for the solo record.
“Although the Conference failed to find an agreement on many fundamental questions and a great many details, it has played a very useful part.” Thus said the Secretary for India, Sir Samuel Hoare, in defending the India Round Table Conference from Mr. Churchill. British newspaper attacks on Mr. Gandhi are now renewed, and he is accused of showmanship. But just such comment, with ridicule, was poured on his Indian march to the saltfields. Ridicule did not prevent his subsequent loin-cloth parade in Europe and London, nor will ridicule kill him now. So big a man as General Smuts does not dismiss Gandhi and the loincloth as showmanship. He “believes in the sincerity of Mr. Gandhi…. Britain must go pretty far to satisfy India, and the sooner the better.”
After Britain went off the gold standard, the French Premier, M. Laval, went to Washington and agreed with President Hoover that the United States and France should co-operate to maintain the gold standard, and to overhaul and modify inter-Governmental debts. Without this latter, no general improvement in the world's affairs can be relied on, and the world is still waiting to see some tangible results of the Hoover-Laval conversations. World opinion is being steadily marshalled against debts, armaments and tariffs, but is slow to crystallise, and short-term debts are pressing. Germany owes large sums, both short and long. In the years 1924–29 the United States and Britain lent heavily to Germany, publicly and privately. The idea was to finance the Germans for big production. Then came the fall of sales and crash of prices.
Since the initial concession of the United States (the Hoover moratorium) there is good ground to hope that eventually
There may be differences of opinion concerning the economic importance of speed machines, but there is no doubt that speed helps to put a country “on the map.” The British speed records on land, sea, and air, have given prestige. Some fraction of this prestige may now pass to New Zealand, if “Wizard Smith” can beat, on a New Zealand beach, Sir Malcolm Campbell's motor car record.
Traffic And Locomotive Staff At Woodville In 1900.
Front row; Messrs. F, Thomas, W. Wells, W, B. Harris. Second row: T. M. Brerman, T. Hutchins (junr,), W. P. L. Carter, G, S. J. Blackmore, A. J. Haslemore, S, Wood. Third row: J. A. Lloyd, R. Russell, E, G. Wilson, (S.M.), A. R. Williams. Back row: M. C. Stewart, G, Burns, W. Greig, W. Heard, H. Thomas, M. Travers, C, E. Stone, A. Hill, J, A. Vickers. A. L. Fraser, T. Hutchins (senr.), T. Hay.
Probably no one is brave enough to fly the early aeroplanes (if they survive), but drivers are found for the picturesque procession (London-Brighton) of ancient motor cars, including one rescued from abandonment in New Forest, where it had been a bird roost. Thus the world is reminded that the motor car began in the last decade of the Nineteenth Century, and the aeroplane in the first decade of the present century. Engine development of the former helped the latter. The winner of this year's London-Brighton race for the “old crocks” had spent fifteen idle years in a barn. In a 1903 Rolls Royce, Sir Malcolm Campbell took nearly four hours to do the sixty miles.
G. S. Read
Many persons go to Queenstown for a holiday, and after a few side trips return home; few ever penetrate that remarkable tract of country lying between Lake Wakatipu and Milford Sound. In order to see as large a portion of this region as possible in a short period of time, the writer recently organised a party to walk from Lake Wakatipu to Lake Te Anau.
It can be safely said that anyone going to Queenstown and omitting a visit to Lake Howden misses much of the finest scenery in the Southern Lakes District.
There are, at easy intervals, commodious huts along the various routes, which fact renders it unnecessary to carry a tent. (Those who desire to make an extended stay at Howden Hut may engage Mr. F. Bryant, of Glenorchy, to transport their belongings by pack horse.)
Howden Hut is ideally ‘situated as a base for some of the most interesting excursions in this wild mountain country, which perhaps contains no finer scenery than that along the top of the Livingstone Range. Practically the whole 360 degrees of one's view consist of massive snow-clad mountains, the giant Mt. Christina being particularly impressive. This mountain is 8,210ft. high and well over 7,000 ft. of it are visible in front of one. To the right of this is Mt. Crosscut, below which is beautiful Lake Marian. Further round to the right are some unnamed peaks whose sides dip into the Lower Hollyford Valley. This valley leads to Martin's Bay, on the West Coast, while the silver thread of the Hollyford River may be seen meandering through it. (It is up this valley that cattle are still driven to the rail-head at Mossburn.)
On the other side of the Lower Hollyford Valley are beautiful snow-clad mountains that dip where the track to Kinloch passes over the Lake Harris Saddle. Further to the right the range culminates in Mt. Bonpland, behind Kinloch. About here the Lower Hollyford Valley is cut off by a watershed on either side of which are Lakes McKellar and Howden. Both are bush-clad to their waters' edge. From Lake McKellar the Greenstone River emerges, to flow down its valley to Lake Wakatipu.
One cannot resist turning half-way around to admire Mt. Christina once more. To the left of it appears Student's Peak, and then a long snow field connecting the three sharp points of Mt. Park.
By peering over the side of the Livingstone Range three beautiful lakes may be seen. The largest and farthest away is Lake Gunn, the others being Lakes Fergus and Lochie. On the occasion of our visit the first lake was deep blue, the second green, and the third brown, the whole completing a most beautiful picture.
After leaving Howden travellers go their different routes. Some go to Elphin Bay, down the Greenstone Valley, others to Kinloch via the Routeburn, some into the Lower Hollyford. The finest trip—and the most difficult—is into the Upper Hollyford Valley and over the Grave-Talbot Pass into Milford Sound. Another track leads down beside Lakes Lochie, Fergus and Gunn to the Eglington Valley, that is full of wide-open, park-like spaces.
To reach Glade House, at the head of Te Anau, it is necessary to follow the Eglington Valley until the Murcottburn River is reached. From here the track
Two Recent Examples Of The Locomotive Builder's Art.
(Photos, courtesy the American Locomotive Co. and the Baldwin Locomotive Works, placed at our disposal by Mr.S. Fahey, Featherston.)
Above: No. 800, the first of its kind in the United States, is a new type of locomotive recently completed at the Schenectady plant of the American Locomotive Company. It is a 4-8-4 multi-pressure, high-pressure, three-cylinder compound, intended for fast freight service. It weighs 333 tons and develops a maximum tractive power of 79,750 pounds. Its fundamental principle consists of the utilisation (by a double expansion engine) of steam from a two-pressure boiler in which the high-pressure element of the boiler receives its heat from a super high-pressure closed-cycle steam system. Steam pressure as high as 1,300 pounds is developed in a tube system which is exposed to the hot combustion gases. The locomotive is expected to set new records for fuel economy in operation. Below: Modern freight locomotive built July, 1931, by the Baldwin Locomotive Works, Philadelphia, for the Russian Railways—the world's largest railway system. It is equipped with all the latest attachments, including auxiliary locomotive on the tender, for simple and economical operation.
On account of a stiff breeze having turned the snow into slippery ice, it was impossible to descend without making sure of grasping the snow grass tightly before moving the feet. For a short distance travelling was rather awkward, as it was necessary to keep under high bluffs. Finally the spur leading down to Glade House was reached.
A trip down the lake, and a motor ride to Lumsden completed a trip which, for interest and variety of scene, is perhaps unequalled in Otago.
“She knows just how to wear her clothes!” How often we hear this said about one of our friends–and then again–“She has some simply divine things–but she never looks well-dressed!” Wherein lies that subtle distinction between the “chic” girl and the “frump?” It is not a question of money–although we cannot deny that it is far easier for the wealthy woman to express herself in her clothes–than for her less financial sister who is compelled by “fell circumstance” to haunt sales–to lurk at bargain counters–to scheme, to renovate, to fight bravely in order to keep abreast of Dame Fashion in her flights and caprices. Yet often have I met with an undeniably smart girl belonging to the more numerous latter band–and I take off my hat to her and give her all honour!
Undoubtedly a “sense of dress” is an invaluable gift and has been handed down by Eve to her daughters since the days of fig-leaves! But some of us have lost it, some think it matters not—others rely too confidently upon the charm of a pretty face and do not bother about “fine feathers.” If we look long enough among our possessions we will find hidden away this “dress sense” waiting to be cultivated–waiting to tell us the difference between “getting into clothes” and “putting clothes on.” I believe it is the duty of every woman, since civilization demands that she shall be clad, to enhance her beauty by soft colours, delicate suggestions, subtle blendings–rather than disguise her form in unlovely, inexpressive totally uninteresting “coverings.”
It requires mentality to be well-dressed–rather more than money–observation and appreciation of beauty of line, of form and of colour–a sense of the suitable and the unartificial–a desire to be your best possible self. “She thinks of simply nothing but clothes,” we hear, “and spends every penny on her back.”–but we don't realize the character she is developing, while indulging, perhaps too excessively, in the ardornment of her being. “The Beggar Maid in her rags had a sense of dress, an undefinable gift of charm and style, and it won for her the love of a king.”
* * *
Do you want to have something really alluring this summer–something just created to drift about in gardens among the roses where you will not feel an intruder but part of the wonderful scheme of things? A dress that will float gently
This summer our frocks are to be ultra-feminine. Out from 1932 steps a rather adorable little Victorian; perhaps not so slender as to waist, nor so demure as to shy downward glances, but equally charming in her frills, and her ribbons, and her audacious entrancing hats. There is a faint rumour that cigarettes will have to be abandoned as totally unsuited for the “tout ensemble” of the coming year! In the meantime, let us discuss over a cigarette your summer creation–which can be a delightful blend of the new Broderie Anglaise and organdie. Make a short little bodice of Broderie Anglaise, close fitting–with tiny puffed sleeves–and your skirt shall be of flared organdie—with bands of Broderie Anglaise and two frills of organdie at the hem. Then make a short coatee, without which no frock is complete–a dainty little affair of lace with a tiny organdie frill all round the edge.
<name key="name-411028" type="work">Christmas Day</name>.
“This One” is Disentangled!
The trouble began when a travelling New Zealand businessman was marooned at the Station Hotel in Leeds one wet night. Being a businessman he didn't read books or enjoy the gramophone or talk sport, so in despair his Leeds acquaintance turned to puzzles and tricks. After several problems based upon expert use of the humble match, he set a new one. Unfortunately, and this is one of the most amusing points about this problem, he had forgotten the answer himself, and at the end of an hour or so, when 11 o'clock came, the answer was still to seek. Luckily the New Zealander remembered that he had in New Zealand a friend on the railways, clever as all New Zealand railwaymen are, so a bet was made as to whether this railwayman could “do it” in three minutes, and in any case the answer was to be correctly set down and posted “Home.”
Some months afterwards the railwayman set to work eagerly on this new enigma, but, alas, he took 3 minutes 40 seconds, and to make matters worse, when he came to write it down a few days afterwards, he, too, had forgotten the answer. So the problem was printed in the Railways Magazine last May, and slowly and painfully from the mass of correspondence that inundated the editor the answer has been arrived at anew.
During the last year the problem has become a “floater.” John o’ London and his readers wrestled with it rather unconvincingly, one American magazine traced its genesis to a Tripos examination at a well-known English University. Here is the problem:-
“There are, on a certain train, a driver, a fireman, and a guard, whose names are Smith, Jones, and Robinson, but not in that order.
“On the train are three passengers, also, Mr. Jones, Mr. Smith and Mr. Robinson. Mr. Robinson lives at Leeds, the guard lives half-way between Leeds and Sheffield. Mr. Jones's salary is £1,000 2s. 1d. per annum. Smith can beat the fireman at billiards, the guard's nearest neighbour (one of the passengers) earns exactly three times as much as the guard; the guard's namesake lives at Sheffield. What is the name of the engine-driver?”
And here, if it be humanly possible to set it down correctly, is the answer:—Since the guard lives halfway between Leeds and Sheffield, and two of the passengers live at Leeds and Sheffield respectively, the guard's nearest neighbour among the three passengers lives at some point closer to the guard's residence than either Leeds or Sheffield. Now this passenger is not Mr. Robinson living at Leeds, nor Mr. Jones, whose salary is not exactly divisible by three for payroll purposes where fractions are rightly disregarded. Therefore it is Mr. Smith. Seeing that Mr. Robinson lives at Leeds, and Mr. Smith at some point nearer the guard's residence, it must be Mr. Jones who lives at Sheffield and has the honour of being namesake to the guard. Now, the names Smith and Robinson are left for the christening of the driver and fireman, and as Smith can beat the fireman at billiards, Smith must be the name of the driver.
Where the traveller's New Zealand railway friend floundered was in deciding whether Smith was a working-man or a passenger. Such a difficulty would never trouble an Englishman; for instance, John o’ London never felt it. If it had not troubled our New Zealander, he would have solved the enigma in 1 minutes 45 seconds. Not so long ago, when the English cricket team tussled with Australia, this valuable distinction was also carefully observed, and even the Bulletin would record that amateur Mr. Smith was clean bowled by Ferris for 6, while professional Jones made 85 not out.
However, the Editor decides that this correspondence is now closed.
An Irishman got a job at a railway station. When the first train came in, however, he forgot the name of the station; so he called out: “Here ye are for where ye are going. All in there for here, come out.”
* * *
Indignant wife (to home-coming husband): “What does the clock say?”
Husband: “It shays ‘tick-tock,’ and doggies shay ‘bow-wow,’ and cows ‘moo-moo,’ and little pussy cats shay ‘meow-meow.’ Now, are you shatisfied?”
* * *
Customer: “What's this in my soup?”
Waiter: “Don't ask me, sir. I don't know one insect from another.”
“Bulletin” (Sydney).
* * * *
“Hard-working little wife you've got, Bill,” said the traveller to the small shopkeeper as he watched the man's busy wife in the shop.
“My word, yes!” replied the shopkeeper. “I only wish I ‘ad a couple more like ‘er.”
* * *
An Englishman named Harrison was engaged in a telephone conversation and having difficulty in getting the other party to understand his name, was asked to spell it out. He said, “My name is ‘Arrison’, a haitch, a hay, two hars, a hi, a hess, a ho and a hen, ‘Arrison.’”
Things looked very busy at the offices of Messrs. Solomons and Cohen. For three whole days the partners had been poring over books and feverishly adding up columns of figures. Then, at the end of it all, a wail of despair escaped the lips of Mr. Solomon.
“Ach, Cohen,” he cried, “vot a vaste, vot a vaste! We have given the bookkeeper a veek's holiday, and his books vas right, after all!”
* * *
When a freak show visited Aberdeen, the fasting lady was overwhelmed with offers of marriage.
* * *
Speaker: “And where, I ask you, is Julius Caesar? Where is Attila the Hun? Where are Moses, Oliver Cromwell, Charlemagne, Hannibal?”
Enthusiastic Usher: “Stand up, boys, so's the gentleman can see you.”
The Lure Of The Rail.
Christmas Morn—or why Father Christmas missed his appointments.