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        <title type="marc245">The New Zealand Railways Magazine, Volume 7, Issue 4 (August 1, 1932)</title>
        <title type="sort">New Zealand Railways Magazine, Volume 07, Issue 04 (August 1, 1932)</title>
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        <pubPlace>Wellington, New Zealand</pubPlace>
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          <title level="a"><name type="work" key="name-409325">The Railway Year Net Revenue Gain</name>.</title>
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          <title level="a"><name type="work" key="name-409327">Heart of the Island Taumarunui and Its Story: The Evolution of a Railway Town</name>.</title>
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        <head>Contents</head>
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          <p>
            <table rows="24" cols="2">
              <row>
                <cell/>
                <cell>Page</cell>
              </row>
              <row>
                <cell>By Those Who Like Us</cell>
                <cell>
                  <ref target="#n37">37</ref>
                </cell>
              </row>
              <row>
                <cell>Cover Photograph-On the Summit, Mt. Ruapehu, N.Z.</cell>
              </row>
              <row>
                <cell>Current Comments</cell>
                <cell>
                  <ref target="#n17">17</ref>
                </cell>
              </row>
              <row>
                <cell>Editorial-Railways and Sport</cell>
                <cell><ref target="#n5">5</ref>–<ref target="#n6">6</ref></cell>
              </row>
              <row>
                <cell>General Manager's Message</cell>
                <cell>
                  <ref target="#n8">8</ref>
                </cell>
              </row>
              <row>
                <cell>Heart of the Island</cell>
                <cell><ref target="#n25">25</ref>–<ref target="#n29">29</ref></cell>
              </row>
              <row>
                <cell>History of the Canterbury Railways</cell>
                <cell><ref target="#n45">45</ref>–<ref target="#n48">48</ref></cell>
              </row>
              <row>
                <cell>Luxury in Railway Travel</cell>
                <cell><ref target="#n38">38</ref>–<ref target="#n39">39</ref></cell>
              </row>
              <row>
                <cell>New Zealand Railways Staff Division (photos)</cell>
                <cell><ref target="#n32">32</ref>–<ref target="#n33">33</ref></cell>
              </row>
              <row>
                <cell>On the Midland Line (photo)</cell>
                <cell>
                  <ref target="#n60">60</ref>
                </cell>
              </row>
              <row>
                <cell>Our Children's Gallery</cell>
                <cell>
                  <ref target="#n12">12</ref>
                </cell>
              </row>
              <row>
                <cell>Our London Letter</cell>
                <cell><ref target="#n19">19</ref>–<ref target="#n22">22</ref></cell>
              </row>
              <row>
                <cell>Our Women's Section</cell>
                <cell><ref target="#n57">57</ref>–<ref target="#n59">59</ref></cell>
              </row>
              <row>
                <cell>Pictures of New Zealand Life</cell>
                <cell><ref target="#n41">41</ref>–<ref target="#n43">43</ref></cell>
              </row>
              <row>
                <cell>Skinny and the Sport of Kings</cell>
                <cell><ref target="#n61">61</ref>–<ref target="#n63">63</ref></cell>
              </row>
              <row>
                <cell>Staff Administration</cell>
                <cell><ref target="#n31">31</ref>–<ref target="#n36">36</ref></cell>
              </row>
              <row>
                <cell>The “Auld Engineer”</cell>
                <cell><ref target="#n49">49</ref>–<ref target="#n51">51</ref></cell>
              </row>
              <row>
                <cell>The Canadian National Railways</cell>
                <cell><ref target="#n53">53</ref>–<ref target="#n55">55</ref></cell>
              </row>
              <row>
                <cell>The Railway Problem</cell>
                <cell>
                  <ref target="#n52">52</ref>
                </cell>
              </row>
              <row>
                <cell>The Railway Year</cell>
                <cell><ref target="#n23">23</ref>–<ref target="#n24">24</ref></cell>
              </row>
              <row>
                <cell>Trainland</cell>
                <cell><ref target="#n13">13</ref>–<ref target="#n15">15</ref></cell>
              </row>
              <row>
                <cell>World Affairs</cell>
                <cell><ref target="#n9">9</ref>–<ref target="#n11">11</ref></cell>
              </row>
              <row>
                <cell>Wit and Humour</cell>
                <cell>
                  <ref target="#n64">64</ref>
                </cell>
              </row>
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          <head>
            <hi rend="i">Famous Last Words</hi>
          </head>
          <p>“That ain't a cable, Bill! It's a tree root. Give me yer pick!…”</p>
          <p>“No need to hold the ladder, Harry. I'll manage myself…”</p>
          <p>“I've cleaned this gear for years without rubber gloves…”</p>
          <p>“I don't believe that pressure gauge. The safety valve can't have stuck…”</p>
          <p>“Weighs five tons, does it? Well, I expect this sling will hold. Hoist away…”</p>
          <p>“She seems to be running very fast. Perhaps I'd better look at the overspeed trip…”</p>
          <p>“Here's the water, in this petrol can…”</p>
          <p>“I can't be bothered to wear a safety belt. I've never fallen yet…”</p>
          <p>“You don't need to take too much notice of these danger signs…”</p>
          <p>—From <hi rend="i">Distribution of Electricity</hi>.</p>
          <p>(W. T. Henley's Telegraph Works Co. Ltd.)</p>
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        <docTitle>
          <titlePart type="main">
            <hi rend="c">The New Zealand<lb/>
Railways<lb/>
Magazine</hi>
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        <byline>
          <hi rend="i">Registered for transmission by Post as a Newspaper</hi>
        </byline>
        <docImprint><hi rend="i">Published by the</hi><publisher><hi rend="i">New Zealand Government Railways Department</hi></publisher><lb/><hi rend="i">“<hi rend="c">For Better Service</hi>.</hi>”<lb/>
<hi rend="c">Service Copy</hi>
<lb/>
Vol. 7. No. 4. <pubPlace><hi rend="c">Wellington</hi>, <hi rend="sc">New Zealand</hi></pubPlace> <docDate><hi rend="c">August</hi> 1, 1932</docDate>.</docImprint>
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        <head>
          <hi rend="i">Railways and Sport</hi>
        </head>
        <div xml:id="t1-body-d1-d1" type="section">
          <p>Whatever may happen in other fields of endeavour, New Zealand continues her sports-loving career with growing fervour.</p>
          <p>The triumphant return of the All Blacks from their successful Rugby football tour in Australia, the remarkably large quota of athletes sent to the Olympic Games at Los Angeles, and the outstanding individual efforts of New Zealanders, whether at home or abroad, in all forms of physical prowess, have all helped to enhance the reputation of this Dominion as the home of sport. The bright sunshine, the clear air, and the varied nature of the country, with its rich resources and unfailing response to the right use of brain and brawn, have all helped to develop a race of physically fit people, with energy to spare for the glorious endeavour of competitive sport.</p>
          <p>And now, to the attractions of the year has been added the truly delightful winter pastime of snow sports. This form of outdoor enjoyment has been toyed with to some extent in previous years, but with further experience and knowledge the sport has at last reached the stage where it can be regarded as organised. Ice skating is already a developed art at places like Lake Tekapo or The Hermitage. Ski clubs are in existence in various parts of the country, and these, by working together to extend the knowledge and use of the great art of skiing, have this year shown a marked advance upon anything previously attempted. On the slopes of Mt. Egmont and Ruapehu, among the Tararua Ranges, at Arthur's Pass and in the Mt. Cook region, skiing is vigorously pursued. At Mt. Cook, what is known as the “Arlburg method” has been strongly developed, and expert tuition is available, so that there is possible even to novices a quick control of the flying skis in the matter of both speed and direction.</p>
          <p>The day when a straight run had to depend upon either a stop-bank, a fall, or an expert sudden turn for its termination has gone by. Controlled movement all the way and on any slope is the objective, and those who witnessed the recent meeting on the Ball and Tasman glaciers certainly saw some wonderfully fast and magnificently controlled skiing by skilled amateurs such as Dr. P. Wood and Mr. A. Willis. With the important skiing contests to be held this month at both The Hermitage, Mt. Cook, and the Chateau Tongariro, National Park, the interest in this outstandingly fascinating winter sport will be further developed, thus supplying what has long been needed in this country, a genuine holiday occupation and atmosphere in winter time.</p>
          <p>The Railways have shown great interest in the development of all worth-while sport in New Zealand, and make
<pb xml:id="n6" n="6"/>
special arrangements for the conveyance of sports-lovers to their favourite haunts. The result has been that the rail is recognised the whole country over as being the ideal method of conveyance for those travelling to see or take part in this kind of pastime, so that out of the people's healthful pleasure railway revenue benefits, and with it the financial position of the country.</p>
        </div>
        <div xml:id="t1-body-d1-d2" type="section">
          <head>
            <hi rend="i">Mystery Trains</hi>
          </head>
          <p>The striking success of Mystery Trains overseas should be an indication of how this innovation may be received by the public in New Zealand. During the current month it is expected that trains of this type will be run in the Auckland, Wellington, and Canterbury Districts.</p>
          <p>Beyond giving the times of departure and return, the Department is keeping particulars of these combined train and tramping trips a secret, and the public have to take their chance as to what may turn up.</p>
          <p>It is anticipated that New Zealanders will be eager for these romantic excursions—outings where they are relieved of all planning, enjoy surprises by the way, and have a maximum of pleasure at a minimum of cost.</p>
          <p>Included in the services which the railways are providing for their travellers are guides to assist on the journey, and free hot water at the place chosen for luncheon.</p>
          <p>In every District where these projects are in hand, the Tramping Clubs have shown the keenest interest and have given whole-hearted support to a movement intended to facilitate healthful outings for large numbers of people under the most comfortable conditions.</p>
        </div>
        <div xml:id="t1-body-d1-d3" type="section">
          <head>
            <hi rend="i">Back to the Rail</hi>
          </head>
          <p>In the course of an interesting article under the above caption in the <hi rend="i">New Zealand Traveller</hi>, the writer states:—</p>
          <p>“Within recent years there was a tendency among the public to regard the railways as “bad boy” of the State's family—a culprit picking the parent's pocket; but the truth is now out. The people can see that the roads are the rodents, gnawing large lumps from public funds. The Transport Department's review of the situation showed that road transport (motor) cost New Zealand £28 millions in 1929—a huge sum, to which £4 millions had to be added for road maintenance—a staggering aggregate of £32 millions. The expenditure of the railways for the same year was £9 millions.</p>
          <p>“In 1929 the total cost of transport (road and rail) was £29 per head of the Dominion's population, and it took a toll of more than £36 from every £100 worth of production (primary and secondary).</p>
          <p>“Anybody who gives a fair measure of thought to that enormous cost cannot fail to see that one of the essentials of prosperity for New Zealand's industries is an easing of the huge burden of transport. The railways are in readiness to give that relief; they offer the opportunity to their owners, the general public, to slice a large piece from that terrible 36 per cent. cut of the national wealth.”</p>
          <p>
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              <head><hi rend="c">Railway Personalities</hi>.<lb/>
Mr. A. W. Wellsted—a sketch by Mr. Blomfield, of Auckland. Mr. Wellsted, one of the best known of the Department's Business Agents was recently promoted to the position of Chief Clerk of the Railways Commercial Branch, Wellington.</head>
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          <pb xml:id="n7" n="7"/>
          <p>
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      <pb xml:id="n8"/>
      <div xml:id="t1-body-d2" type="section">
        <head><hi rend="i">General Manager's Message</hi><lb/><hi rend="c">Hopeful Signs</hi>.</head>
        <p>In looking over the latest weekly revenue figures of the Department I find grounds for encouragement, and expect the complete figures for the current four-weekly period to show a distinctly favourable turn. This, combined with news and information gleaned from many sources, warrants the belief that from a railway traffic viewpoint the worst days of the depression period may be over.</p>
        <p>In the Dominion there is evidence of a widely awakened public interest in the progress of the railways. Appreciation of their importance to national welfare is frequently expressed by leading public men and by the Press generally. All this is helpful when the question “how shall we travel?” or “how shall we send our goods?” is uppermost, for the belief that it is a “good thing” to use the rail whenever possible must be firmly held if wasteful diversions of traffic are to be avoided.</p>
        <p>The definite revival in passenger traffic which recent months have shewn is a clear indication that the policy of low fares has met with public approval and support, and this has had favourable reactions for the Department's business in both parcels and goods traffic.</p>
        <p>The purely instinctive tendency to “freeze”—common to all animals in times of sudden danger—accounted for the sudden cessation of whole streams of commerce during the shock period of the depression. That stage is now fortunately past, and in its place is found a more enterprising spirit, looking for opportunities to turn to advantage the present period of low prices, and a tendency towards revival along the avenues of trade.</p>
        <p>Words of good cheer are now coming from the highest and best-informed authorities both overseas and in the Dominion in regard to a clearing world-outlook, and in any such improvement the railways of this country, which are at a high standard of operating efficiency, with carrying capacity much in excess of the business now offering, will undoubtedly share.</p>
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        <p><hi rend="i">General Manager</hi>.</p>
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      <pb xml:id="n9" n="9"/>
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        <head>
          <title level="a">
            <name type="work" key="name-409324">
              <hi rend="c">World Affairs</hi>
            </name>
          </title>
        </head>
        <byline>
          <hi rend="i">by <name type="person" key="name-408000">E. Vivian Hall</name>
</hi>
        </byline>
        <div xml:id="t1-body-d3-d1" type="section">
          <p>Life-buoys for Debtors—Record Low Interest—Lausanne Prunes Capital—Slow America and Fast Germany—What of Ottawa?</p>
        </div>
        <div xml:id="t1-body-d3-d2" type="section">
          <head>Lowest for Thirty-five Years.</head>
          <p><hi rend="sc">The</hi> everlasting debts problem has been energetically attacked during the month. It has been attacked at the capital end and at the interest end. First of all, the Lausanne Conference (European) achieved a rather unexpected measure of success by heavily reducing Germany's capital liability, and allowing her a breathing time of three years. Secondly, Britain, with a two per cent, bank rate (the lowest since 1897), set to work on her huge 2000 millions conversion scheme, and at time of writing almost the whole of that sum has been converted to 3 ½ per cent. stock, and the success of the conversion is triumphant. Is this not the long awaited signal that falling interest hastens to the rescue of the fallen debtor?</p>
        </div>
        <div xml:id="t1-body-d3-d3" type="section">
          <head>The Interest Barometer.</head>
          <p>When a debtor cannot pay, and when it is inconvenient or impossible for a creditor to foreclose or distrain, a wise creditor reduces capital or interest, or both. Lausanne is an instance of one process, and the conversion campaign of the other. Though the German external liability and the British internal debt have no direct connection, they are emblematic of the compromise processes by which creditor and debtor can be brought together without compulsion and without default or repudiation. National sentiment was behind the British conversion campaign, and there must also have been some semblance of an international sentiment at Lausanne, or agreement there would not have been achieved.</p>
        </div>
        <div xml:id="t1-body-d3-d4" type="section">
          <head>Will America Veto?</head>
          <p>Of course there are reservations. The Lausanne agreement is dependent upon ratification by the different countries represented. And their ratification of the agreement—and their carrying out of it —would be greatly helped if an unrepresented country, the United States, would agree as creditor to a reduction of debt-burden complementary to the Lausanne concessions. But although the connection between the two lots of debt is plain to view, people must be careful how they word it, lest a trans-Atlantic storm arise over “secret pacts,” “pistol to America's head,” etc. This phase followed Lausanne. But, since then, the debt-reductionists in America have been cheered by a friendly gesture from the mercurial Senator Borah.</p>
        </div>
        <div xml:id="t1-body-d3-d5" type="section">
          <head>Election Delays.</head>
          <p>Not even Borah, however, can altogether overthrow Presidential election tactics. The year 1932 is Presidential
<pb xml:id="n10" n="10"/>
year; so was 1916. History shows that the United States did not enter the war till 1917 (after Woodrow Wilson had then won the Presidency and felt free to have a war policy) and it may be that United States debt policy will have to wait until either Hoover or Roosevelt is firmly in the U.S.A. saddle. If so, the full expression of the Lausanne policy may have to pause awhile, till the American oracle is prepared to speak. Meanwhile, the European pot may simmer on, or a boil-over may force America's hand. The boil-over could come in Germany. Hitlerism may be unwilling to wait till American politicalism is ready.</p>
        </div>
        <div xml:id="t1-body-d3-d6" type="section">
          <head>New Reichstag Coming.</head>
          <p>While America is in danger of making no move for months, Germany is believed by some to be in danger of making a critical move in a matter of weeks or even days. President Hindenburg was recently referred to as a figure of destiny, one who has intrigued the world by his unique progress from Hohenzollernism to Re-publicism, from Right to Left and from Left to Right. Already some observers are completing the circle of his progress back to a restored Wilhelm III. But, unless a coup d'etat forestalls it, there will soon be a new Reichstag to be reckoned with. Will it be a deadlocked assembly of balanced forces like the Prussian Diet, and will a German dictatorship follow the Prussian dictatorship? Or will the States of Germany win back Parliamentary Government, despite the Hitlers and Von Papens? What national unity demands Hindenburg will give.</p>
        </div>
        <div xml:id="t1-body-d3-d7" type="section">
          <head>Tariffs: Debt.</head>
          <p>Another angle of the debt problem is tariffs. You may reduce the burden of debt by means of concessions in tariffs as well as in capital or in interest. The burden of debt owed by one country to another can be reduced if the debtor is allowed to pay in goods—that is to say, if tariff barriers are modified or abolished. The United Kingdom did not abandon this principle when it created a tariff. On the contrary, a section of pro-tariff opinion in Britain to-day supports the tariff merely or mainly as a means of lowering foreign tariffs. In other words, those tariff supporters wish to draw foreign lands into reciprocal trade, not to substitute Empire trade for foreign trade. They would say that Britain's exporting interests and creditor interests equally bind her to certain foreign countries.</p>
        </div>
        <div xml:id="t1-body-d3-d8" type="section">
          <head>Foreign Trade.</head>
          <p>Empire tariffists have a clear right to dissent from that opinion, but it is impossible for them to ignore it. At any rate, it has emerged clearly enough from the Ottawa deliberations. Amid the Babel of rumours and advocacies, there is a middle body of opinion which says: “Get from generalities down to details, and find out what commodities (U.K. exports or exports of Dominion or colony) can be encouraged by tariff reciprocity without further impoverishing British workers, ruining valid Dominion industries, or imperilling British loans to foreign countries that pay in food and raw materials.” Is there room for such “scientific” adjustments, and can that be demonstrated by spade-work in committee? It must not be forgotten that the British Government includes men like Lord Snowden and Mr. Ramsay MacDonald.</p>
        </div>
        <div xml:id="t1-body-d3-d9" type="section">
          <head>Lessons of Raiding.</head>
          <p>In the late Count Felix von Luckner, the German naval spirit has something to counter the memory of Scapa Flow. Von Luckner's Seeadler was the farthest-ranging of the German raiders, and mined even the coasts of the Antipodes; and though he ended the war in captivity in New Zealand, his record was such as to eminently fit him to take part in the rebuilding of Germany's navy by leading, in a training ship, “the flower of German youth.” It is one of the tricks of fate that so adventurous a war voyager should die in a time of peace, with many of his lads, through a mere storm in the Baltic. But his memory will remain green in German naval annals. And it shows why, under disarmament, Britain requires a larger number of smaller cruisers rather than a smaller number of larger. The Seven Seas need a large number of police units when raiders are so hard to find.</p>
        </div>
        <pb xml:id="n11" n="11"/>
        <div xml:id="t1-body-d3-d10" type="section">
          <head>Monarchs in Exile.</head>
          <p>Democracy is not everywhere sufficient, and in various parts of Europe there are ex-Monarchs who wait—more or less hopefully —for thrones to return to them. The world has a very real concern in what happens to the exile at Doorn, for German Hohenzol-lernism might possibly precipitate another conflagration; but the world's interest in some of the other thrones is mainly romantic. Carol, on and off Rumania's, has been a subject for the moving picture gazettes, and they also like to give snaps of Alfonso waiting calmly until the unrepublican Spaniards grow sick of the Republic. Wilhelm III. and Alfonso typify hope deferred.</p>
        </div>
        <div xml:id="t1-body-d3-d11" type="section">
          <head>Magic.</head>
          <p>In the year of the Goethe celebrations, the black magic of the German mountains, immortalised in “Faust,” had a right to re-enter literary discussion, but they brought it down to earth in stark reality when they chalked a circle on the Brocken, and submitted a maiden and a goat to an all-night vigil to see whether the goat would become a youth. Unfortunately, it is far easier for a youth to become a goat than for a goat to be a youth; and the only profitable result
<figure xml:id="Gov07_04Rail011a"><graphic url="Gov07_04Rail011a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail011a-g"/><head><hi rend="c">A New Zealand El Dorado.</hi><lb/>
(Rly. Publicity photo.).<lb/>
Junction of the Shotover River and Moke Creek, Otago, South Island, where much gold has been won in days gone by, and where a further find, valued at approximately £30,000, was reported recently. (Reached from the railhead at Cromwell or Kingston.)</head></figure>
(according to one report) is the subsequent engagement of the goat for vaudeville purposes. Meanwhile, remarkable figures are published of the growth of magical cults in older countries. Spiritualistic studies are widespread, some philosophic only and some concerned with materialisation.</p>
        </div>
        <div xml:id="t1-body-d3-d12" type="section">
          <head>A Test of Culture.</head>
          <p>Nature love, and the study of birds in particular, are receiving a good deal of publicity in England, even in the daily press. There is an increasing tendency to regard bird-consciousness as one of the evidences of national culture. In the past, and even in the present, birds have had a bad time in some Mediterranean countries, and bird-slaughter there, being along the line of migration, has adversely affected the avi-fauna in other countries. Books have been written on it, and lately a <hi rend="i">Manchester Guardian</hi> writer condemned Italian inhospitality to wild birds. At the same time, he concedes that even Italy has many sanctuaries, such as Franciscan convents. Grape-growers who kill grape-picking birds give a premium to grape-destroying insects that birds would devour. Thus the case for the birds is material as well as cultural.</p>
          <pb xml:id="n12"/>
          <p>
            <figure xml:id="Gov07_04RailP001a">
              <graphic url="Gov07_04RailP001a.jpg" mimeType="image/jpeg" xml:id="Gov07_04RailP001a-g"/>
              <head>“Sweet new blossoms of humanity.”-Gerald Massey.<lb/>
Our Children's Gallery.-(1)Dean Swift (Wellington); (2)Norma, Shirley and Douglas Croft (Ngaio); (3) Clive Ian Lee (Miramar); (4) (5) (6) (7) Elaine, Desmond, Roland and Audrey Hendry (Cust); (8)Norman Tomlinson (Whangamomona); (9) Keith Woods (Wadestown); (10)Russell, Ian and Jim Shaw (Musselborough); (11)Dorothy Neill (Westport).</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n13" n="13"/>
      <div xml:id="t1-body-d4" type="section">
        <head>
          <hi rend="c">Train Land</hi>
        </head>
        <div xml:id="t1-body-d4-d1" type="section">
          <head>
            <hi rend="c">Stop! Look! Listen!</hi>
          </head>
          <p>There are heaps of thrilling things to tell you, Girls and Boys! First of all about this Monster Railway Competition. Aren't the prizes simply grand? Such an enormous number of them, too!</p>
          <p>No need to tell you not to miss this golden opportunity of visiting any place a New Zealand train can take you to. Oh, aren't there crowds of places you are positively aching to see?</p>
          <p>Wouldn't you feel proud to be able to take Mum for a real holiday, a glorious, carefree rest that would put years of youthfulness on to her life? Of course you would!</p>
          <p>My word! How all the other school children will envy the two first prize winners! No wonder! What a holiday!</p>
          <p>All of you will be extremely interested in our hobbies corner, I am sure. For the next month or two we will discuss pets, which are so dear to the heart of every girl and boy.</p>
          <p>We are fortunate in gaining the interest of “Uncle Walker,” of 1YA, who gives such popular stories and nature talks over the air. He has animals of many descriptions, and he will do his best to help any young reader who is needing advice as to the management of his or her pets. Just mention what you want to know in your letter to me.</p>
          <p>I am sure we are very grateful to Uncle Walker for his kindness and help.</p>
          <p>His is the first of many friendships we will make with well-known New Zealanders in Trainland.</p>
          <p>Be sure to write and let the Trainlanders know about the things you see and do. These are your pages, you know. They are for your interest and joy. We are going to have such happy times together, aren't we?</p>
          <p>And now for your competition entry!</p>
          <p>Kia ora! and kindest thoughts to you all, from</p>
          <p>
            <figure xml:id="Gov07_04Rail013a">
              <graphic url="Gov07_04Rail013a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail013a-g"/>
            </figure>
          </p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d4-d2" type="section">
          <head>
            <hi rend="c">Trainland's Letter Box</hi>
          </head>
          <p>Is waiting to be filled!</p>
          <p>Address your letters to</p>
          <p><hi rend="c">The Children's Editor</hi>,</p>
          <p>
            <hi rend="i">N.Z. Railways Magazine,</hi>
          </p>
          <p>Wellington.</p>
          <p>Will you write soon?</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d4-d3" type="section">
          <head><hi rend="c">Here It Is</hi>!<lb/><hi rend="c">Monster Railway Competition</hi>.<lb/><hi rend="c">Over 1000 Prizes</hi>.<lb/>
Value Amounting to £100.</head>
          <p>First Prize Awards in both Senior and Junior Sections.—First Class return railway ticket to anywhere in New Zealand during the summer holidays. This also includes a free ticket for a parent or guardian accompanying each prizewinner.</p>
          <p>As the children of the Railway employees already have the privilege of free tickets annually, should the two first prize winners come under this category, arrangements will be made for another kind of prize, particulars of which will be announced later.</p>
          <p>To each of the 1000 next best entrants (500 in the Senior Section and 500 in the Junior Section) we will send one of the two books “The Romance of The Rail,” by James Cowan, one of New Zealand's finest writers. These books are beautifully illustrated and have many detailed maps. Book No. 1 deals with the North Island Main Trunk, and Book No. 2 with the South Island Main Trunk. On your entry form state which
<pb xml:id="n14" n="14"/>
book you prefer should you be one of the lucky winners. If no preference is made, the book will be sent which deals with the Island in which the entrant lives. There will be other competitions at later dates, so you will have an opportunity of winning both these handsome books.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d4-d4" type="section">
          <head><hi rend="c">What Do You Think Of This</hi>?<lb/>
Typical Ruse of Maori Warfare.</head>
          <div xml:id="t1-body-d4-d4-d1" type="section">
            <p>“A story is told of an Irish soldier's adventure near the Waikato River, one night towards the end of 1863. Jack Murphy was on sentry duty outside the redoubt, when he heard a Maori pig grunting, and presently observed a big porker rooting in the fern. The pig gradually came nearer, and to the soldier it seemed an unusually large one—a big bush boar, he thought. Getting uneasy, he challenged, and, remembering stories of Maori tricks, he fired. He missed the pig, which next moment threw off its hide and leaped at him with a longhandled tomahawk. It was a naked warrior, who had adopted this old pigskin ruse of creeping up on an unsuspecting sentry. Murphy had no time to reload his muzzle-loading long Enfield. He tried to parry the blow, but the blade caught his left hand. The camp turned out, but the Maori had disappeared, and Murphy was yelling for some one to bring a lantern and find his thumb. The pig with the tomahawk had cut it clean off.”</p>
            <p>This exciting story is taken from “The Romance of the Rail,” Book No. 1. (See competition prize-list.)</p>
            <p>Here are two other extracts:—</p>
            <p>“Kipling once saw Wellington and something of the back-country, as his poem, “The Flowers,” reminds us—</p>
            <lg type="verse">
              <l>Broom behind the windy town, pollen o' the pine—</l>
              <l>Bellbird in the leafy deep where the <hi rend="i">ratas</hi> twine.</l>
            </lg>
            <p>For miles the outer hills and gullies where the bush has been cut away are golden with gorse and with the broom that took the poet's eye.” (Book No. 1.)</p>
            <p>“The half-caste blend was a race that produced daring seamen, and the active young fellows of the Bluff and Stewart Island have no betters the world over in the handling of small craft.</p>
            <p>You are reminded here, too, of the fact that you are at the southern end of New Zealand, cut by such quaint sights as a child walking down the street leading a tame penguin on a string. Now and again a sea-lion wanders into the harbour from the ocean.</p>
            <p>This is the jumping-off place of expeditions to the far-south islands with their wonderful plenty of bird life and amphibious animals.” (Book No. 2.)</p>
            <p>* * *</p>
          </div>
          <div xml:id="t1-body-d4-d4-d2" type="section">
            <head>Lolly Trains.</head>
            <p>Christchurch has some strange trains, but they do not belong to the Railways! These ones can be eaten. They are made by two young girls who have recently started a home-made sweet shop. They are turning out fascinating lolly novelties by the dozen, ships, cottages, baskets of flowers, animals, and all sorts of things like that. The trains are made of liquorice, and look far too nice to be eaten. Perhaps those lickable, likeable, liquorice locos are made specially for such little people?</p>
            <p>* * *</p>
          </div>
        </div>
        <div xml:id="t1-body-d4-d5" type="section">
          <head><hi rend="c">What Is Your Hobby</hi>?</head>
          <div xml:id="t1-body-d4-d5-d1" type="section">
            <p>Last week I had a letter from a schoolgirl saying that she and her chums had formed a secret society for solving local mysteries.</p>
            <p>Who has not wished, at some time or another, that he or she could be another Sherlock Holmes? It is good fun imagining that you are a detective, and to observe every detail of each person whom you meet. Try training yourself to observe certain strangers so closely that months later you are able to give detailed descriptions of them. You will be surprised how alert your mind will become to small though important details, and how good your memory will be.</p>
            <p>Observation has led to many of the world's greatest discoveries.</p>
            <p>We often think of detectives as people with supernatural powers. Their almost uncanny knack of solving mysteries is really the result of having a keen observation. They have probably been playing detectives since childhood.</p>
            <p>But! Remember why Sherlock Holmes was such a success! He did not let people know he was a detective. So do not forget and stare at strangers with open eyes and mouth whilst seeking your details and clues!</p>
            <p>They must not have an inkling that you are a 'tec.</p>
            <p>Oh, no! That would spoil all the fun, wouldn't it</p>
            <p>* * *</p>
          </div>
          <div xml:id="t1-body-d4-d5-d2" type="section">
            <head>Gold Fish.</head>
            <p>Sydney has a gold fish craze, and New Zealand is catching it. But instead of keeping the fish in everyday glass globes the latest idea is to have aquariums made like slabs of ice. Some are set in marble or plaster-of-Paris pedestals, in the form of icebergs, with polar bears looking longingly at the fish. Other aquariums are set in wells with small statues of girls drawing water from them. Best of all are the ones made like miniature lakes with funny little men and boys fishing with wee lines. One young ragamuffin has fished up a tiny old boot. He is also trying to brush a big black fly off his nose. The gold fish aren't a scrap frightened of these lines dangling down into their domains, and they try to nibble at the toy bait.</p>
            <p>“Aquariums should be placed in a good light but not exposed to the sun's rays,” said Uncle Walker, of 1YA, at whose place I saw these quaint aquariums. “It is advisable,” he continued, “to place two or three fresh water snails in with the gold fish to keep the green slime away from the glass and also to eat up any surplus food. Gold fish should be fed
<pb xml:id="n15" n="15"/>
sparingly on aquarium food. A fourpenny packet should last one fish for about three months. Over-feeding kills them.</p>
            <p>“If the Italian water-weed, Vallisnaria Spiralis, is placed in the aquarium the water need only be changed about once every six months. This weed gives off oxygen, which the fish inhale, and it breathes in carbonic acid gas which the fish exhale. The plants keep the fish alive, and vice versa—a perfect balance. If these weeds are not procurable, the water should be changed every day or so by lifting out a cupful or two and replacing it with some that has been left outside for twenty-four hours to collect minute insects which the fish eat. These insects are only discernable under a microscope. River water is ideal, as it already contains hundreds of wriggling little insects and worms. These can be seen with the naked eye. Riverweed and duckweed are splendid for the fish, and make the aquarium look most attractive.”</p>
            <p>I wish you could see Uncle Walker's fish. Such odd ones! There are funny North American cat fish with whiskers; telescopic gold fish with protruding eyes; and tiny carp, so small you can scarcely see them!</p>
            <p>Next month Uncle Walker will tell you how to keep your dogs healthy and contented.</p>
            <p>* * *</p>
          </div>
        </div>
        <div xml:id="t1-body-d4-d6" type="section">
          <head><hi rend="c">Whatever Is This</hi>?</head>
          <p>—you ask.</p>
          <p>It is a section of the N.Z. Railways taken from a map of New Zealand. Bring out your atlas and try to find it!</p>
          <p>Now, after that, draw and see how nicely you can paint a picture containing this line. The example will show you just exactly how to go about it.</p>
          <p>
            <figure xml:id="Gov07_04Rail015a">
              <graphic url="Gov07_04Rail015a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail015a-g"/>
              <head>A section of the New Zealand Railways, taken from a map of New Zealand. (See particulars of Competition given above).</head>
            </figure>
          </p>
          <p>Your entry need not necessarily be humorous. The prizes will be awarded for the most original and attractive pictures, along with the correct answer as to which section of railway this line is.</p>
        </div>
        <div xml:id="t1-body-d4-d7" type="section">
          <head><hi rend="c">Conditions</hi>.</head>
          <p>Open to any girl or boy under eighteen years of age. Senior section, 18 years and over 12; Junior section, 12 years and under.</p>
          <p>No entry fee whatever.</p>
          <p>Competitor's name, age and address to be written plainly on the entry form on this page. No drawing can be accepted without this form. Paste it firmly on the back of your entry. Only one attempt allowed from each competitor, and it must be unaided. Drawing not to exceed 8in. square.</p>
          <p>Correspondence concerning the competition cannot be entered into. Read the rules carefully and you will not go wrong.</p>
          <p>The decision of the Editor of the <hi rend="i">Railways Magazine</hi> will be final.</p>
          <p>Closes Saturday, October 8th.</p>
          <p>The full list of winners' names and addresses will be published in the December issue of the <hi rend="i">Railways Magazine.</hi>
</p>
          <p>Address all entries: “Monster Railway Competition,” c/o <hi rend="i">N.Z. Railways Magazine</hi>, Wellington.</p>
          <p>I wish to enter for your Monster Railway competition.</p>
          <p>My name is……….</p>
          <p>My age is……….</p>
          <p>My address is……….</p>
          <p>Fill in below your answer as to what section of the N.Z. Railways you think this drawn line is……….</p>
          <pb xml:id="n16" n="16"/>
          <p>
            <figure xml:id="Gov07_04Rail016a">
              <graphic url="Gov07_04Rail016a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail016a-g"/>
            </figure>
            <figure xml:id="Gov07_04Rail016b">
              <graphic url="Gov07_04Rail016b.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail016b-g"/>
            </figure>
            <figure xml:id="Gov07_04Rail016c">
              <graphic url="Gov07_04Rail016c.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail016c-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n17" n="17"/>
      <div xml:id="t1-body-d5" type="section">
        <head>Current Comments</head>
        <div xml:id="t1-body-d5-d1" type="section">
          <head>Co-operation With Railways.</head>
          <p>One result of the appeal of Mr. H. H. Sterling, Chairman of the Government Railways Board, for public support of the railways has been seen in the King Country recently, says the Auckland <hi rend="i">Star's</hi> correspondent at Te Kuiti. The King Country representative Rugby team (selected from an area of 10,000 square miles) was transported by rail to Te Aroha to play a representative team from Thames Valley. By the co-operation of the Railways Department the King Country team left and returned home the same day. On another occasion the Ongarue team travelled to Manunui ground, which lacks a dressing shed. Again the railway officials co-operated by placing a car on the siding at Manunui for use as a dressing shed. King Country footballers warmly appreciate the railway's co-operation during these difficult times.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d5-d2" type="section">
          <head>Road or Rail.<lb/>
Stratford Firm's Experience in Parcels Charges.</head>
          <p>That, in many cases, charges for parcels by rail were cheaper than those of the road transport companies, was the statement made to the Stratford <hi rend="i">Evening Post</hi> by a local business man recently.</p>
          <p>In view of this, he pointed out, the duty of local business houses in supporting the railways, and by so doing supporting themselves, was never so necessary as at the present time, when every loss made by the railways was passed on to the public in the form of extra taxation.</p>
          <p>The following is the text of a letter which this particular firm forwarded to one Auckland business house, at the same time instructing other North Island firms in similar terms:-</p>
          <q>We wish to draw your attention to forwarding parcel per road transport. The same parcel would have come by rail for 25 per cent less. The rates are very reasonable now by rail, and apart from that, if we would only use our railways more it would eventually relieve taxation. In future, please forward all our parcels by rail.</q>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d5-d3" type="section">
          <head>The Danish State Railways.</head>
          <p>Danish trains keep to the right-hand track, instead of the left-hand, as in Britain. Maximum passenger train speed is sixty miles an hour, and the principal expresses are composed of luxurious refreshment, drawing-room and sleeping cars. Copenhagen, the capital, has a very fine central passenger station, which is the headquarters of the State Railway system. Through carriages are run daily between Copenhagen and Berlin, Hamburg, Oslo, and other points, and many of these trains in the course of their journeys pass over the famous Baltic train-ferries that link Denmark with neighbouring countries.</p>
          <p>Probably the outstanding feature of Danish railway travel is its unexcelled cleanliness. The Dane is a particular person in his habits, and every railway station has its row of waste-paper baskets and sand tubs ranged along the platforms, while the interiors of passenger carriages are absolutely spotless. The Danish railway tracks are neatly fenced off from the fields, and the roadbed is well ballasted, the rails of the flat-bottomed type being spiked to wooden sleepers. The heaviest rails weigh 911b. per yard.</p>
          <pb xml:id="n18" n="18"/>
          <p>
            <figure xml:id="Gov07_04Rail018a">
              <graphic url="Gov07_04Rail018a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail018a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n19" n="19"/>
      <div xml:id="t1-body-d6" type="section">
        <head>Our <hi rend="c">London</hi> Letter</head>
        <div xml:id="t1-body-d6-d1" type="section">
          <p>
            <hi rend="i">Greater London possesses upwards of six hundred passenger stations, the length of passenger tracks in the same area being approximately, eight hundred miles. London's local railways convey about 700,000,000 passengers each year, this figure not including the heavy suburban traffic on the main lines. In his current letter our Special London Correspondent deals principally with London's railway services and gives some interesting particulars concerning suggested passenger station amalgamation.</hi>
          </p>
        </div>
        <div xml:id="t1-body-d6-d2" type="section">
          <head><hi rend="c">Solving London's Rail Transport Problems</hi>.</head>
          <div xml:id="t1-body-d6-d2-d1" type="section">
            <p><hi rend="sc">As</hi> a consequence of the development of the grouping scheme, amalgamation of the principal passenger stations in London seems likely to be attempted on a big scale in the near future. For some time the fusion of certain big termini has been under review, one of the most ambitious of these plans to be considered being the possibilities associated with the closing of the St. Pancras station of the L.M. &amp; S. Railway, and the transfer of the business handled thereat to the adjoining Euston terminal of the same system.</p>
            <p>This plan, it should be understood, is as yet only in the discussion stage, but it is typical of the thought now being given to station amalgamation in the interests of economy and efficiency. St. Pancras was formerly the London headquarters of that famous line, the Midland Railway, while Euston was the headquarters of the historic London and North Western. St. Pancras handles a heavy passenger business to and from the Midlands, the North of England and Scotland, while Euston also is concerned with North Country traffic and with passenger business with Scotland and Ireland. Both depots are situated in that somewhat drab thoroughfare, the Euston Road, within a short distance of King's Cross, one of the principal London termini of the L. &amp; N.E. line.</p>
            <p>Hand-in-hand with the proposal to amalgamate St. Pancras and Euston stations, comes the move of the Southern Railway in transferring a great many of its suburban trains from the Cannon Street terminal in the City, to Charing Cross. Some 2,500 passenger seats in the morning and evening suburban services have been so transferred, Charing Cross being better situated to meet present-day needs than Cannon Street, further to the east. There is no idea of closing Cannon Street station at present, although in the years that lie ahead some such move may conceivably be made.</p>
          </div>
          <div xml:id="t1-body-d6-d2-d2" type="section">
            <head>Rail and Steamship Services.</head>
            <p>St. Pancras station handles, among other important business, passenger traffic to and from Tilbury Docks, one of the leading shipping points on the River Thames. Because of navigation difficulties associated with fogs in the Thames
<pb xml:id="n20" n="20"/>
estuary, and other operating obstacles, the L.M. &amp; S. Railway have decided to abandon their daily steamship service between Tilbury and Dunkirk, France. This service formed an important Anglo-Continental travel link, and through carriages were operated between Tilbury and the most important English centres. Opened in 1927, the Tilbury-Dunkirk route to the Continent was developed by the L.M. &amp; S. Railway in association with the Northern Railway of France.</p>
            <p>
              <figure xml:id="Gov07_04Rail020a">
                <graphic url="Gov07_04Rail020a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail020a-g"/>
                <head><hi rend="c">A Quiet Hour In A London Terminal</hi>.<lb/>
Interior of the Southern Railway's Cannon Street Station.</head>
              </figure>
            </p>
            <p>Under the new arrangement, the Southern Railway have taken over the L.M. &amp; S. interests in the service. Instead of Tilbury being employed as the English terminal, the port of Folkestone will be substituted. The Southern Railway thus secures control of all the Continental sailings operated from the Channel Ports. Compared with the Tilbury route, the Folkestone crossing to Dunkirk offers a shorter sea passage—47 miles as against 98 miles. It involves, however, on the English side, a rail journey of 73 miles, as compared with 26 miles via Tilbury. Three steamships are employed—“Alsacien,” “Lorrain,” and “Flammand,” and these run under the French flag. The vessels accommodate respectively, 1,230, 1,242 and 950 passengers. The rail services out of Dunkirk connect with the old battle-front in Northern France and Flanders, and cater for a heavy tourist traffic. On the freight side, important business is handled in connection with the coal and iron industries of Alsace-Lorrain and the Saar Valley.</p>
          </div>
          <div xml:id="t1-body-d6-d2-d3" type="section">
            <head>Slip-carriage Working.</head>
            <p>An interesting feature of Home railway passenger working has for many years been the practice of running what are known as “slip” carriages on the principal main-line trains, enabling one or more carriages to be detached en route, without actually stopping the train, and thus serving intermediate stations without loss of time on the throughout journey. The Great Western was the line to favour most this working. Last summer it ran 35 slip carriages daily, these being detached from the fast trains running between London and West Country points. During the present summer, slipcarriage
<pb xml:id="n21" n="21"/>
working is being cut down, and it will not be a surprise if, in time, the arrangement is abolished altogether. The principal objection to slipping is that an additional guard, to manipulate the uncoupling apparatus and bring the slip portion to a stand by means of the brakes, is required for each slip portion. Furthermore, the slip carriages cannot be connected by gangway with the remaining portion of the train, and this means that passengers cannot enjoy the amenities of dining cars and other special facilities.</p>
            <p>
              <figure xml:id="Gov07_04Rail021a">
                <graphic url="Gov07_04Rail021a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail021a-g"/>
                <head><hi rend="c">Hey Ho! For The Highlands</hi>.<lb/>
L.M.S. “Royal Scot” Express at Euston Station, London.</head>
              </figure>
            </p>
            <p>The slipping equipment consists of a coupling hook on the slip portion hinged on a pin and retained in its normal position by a sliding-bar fitting over the point of the hook. The bar is connected at the other end to a lever in the slip guard's compartment. This lever, when drawn back, removes the bar from the point of the hinged hook, and allows it to drop, there by releasing the slip section from the main train. At the same time the vacuum brakes on the slip portion are partially applied, and the slip carriage gradually loses speed as the main train proceeds on its journey. The slip carriage is brought to ultimate rest at the station platform by the guard operating the hand-brake. Slip carriages, of course, are marshalled in the rear of the train.</p>
          </div>
          <div xml:id="t1-body-d6-d2-d4" type="section">
            <head>Dining-car and Hotel Services.</head>
            <p>The Home railways have always paid particular attention to their dining-car and hotel departments. Now the L.M. &amp; S. Railway has broken new ground by introducing what are styled “snack” cars on its principal excursion trains. It has been found that many travellers prefer to take light refreshments when on a journey in preference to indulging in a full-course meal such as lunch or dinner, and it is for their benefit the new facility has been devised.</p>
            <p>The “snack” car takes the form of a travelling cafe. From it are supplied to the various carriages of the train by a staff of specially skilled waiters, such items as sandwiches, pies, bread and butter, cakes, and drinks like tea, coffee, cocoa and aerated waters. Passengers requiring snacks simply call the attention of a waiter, by means of a bell, and the refreshments are served at any hour.
<pb xml:id="n22" n="22"/>
There is no fixed time for meals, and the service is continuous throughout the run. The “snack” car facility is supervised by the Hotels Department of the railway. L.M. &amp; S. hotels form the largest group of hotels under one management in Europe. They total thirty first-class guest-houses, of which the most famous is the palatial Gleneagles Hotel, in the heart of the Scottish Highlands.</p>
          </div>
          <div xml:id="t1-body-d6-d2-d5" type="section">
            <head>Ninety-three Locomotives Built in One Year.</head>
            <p>These are busy days in the locomotive building and repair shops of the four big Home railways. Each of the Home lines manufactures most of its own locomotives, placing only a proportion of its orders with outside makers. The principal shops concerned are the Swindon works of the Great Western, the Crewe shops of the L.M. and S., the Doncaster plant of the L. &amp; N.E., and the Eastleigh works of the Southern. Typical of the activities of these establishments is the record of the work performed at Swindon in a recent twelve monthly period.</p>
            <p>In this works 93 new locomotives were built in twelve months. These comprised forty 4—6—0 “Hall” class locomotives for general passenger and long-distance
<figure xml:id="Gov07_04Rail022a"><graphic url="Gov07_04Rail022a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail022a-g"/><head><hi rend="c">Famous British Locomotive Works</hi>.<lb/>
Locomotive testing plant, Great Western Railway, Swindon, England.</head></figure>
excursion train haulage, forty-seven 2—6—2 tank type engines for fast suburban haulage, and six 0—6—0 tank locomotives for railmotor services. This building work was in addition to the very extensive repair work completed during the period.</p>
            <p>Swindon, in addition to building locomotives, is largely employed on the construction and maintenance of passenger carriages and goods wagons. During 1931 the works turned out 293 new passenger carriages, including 45 for mainline use with corridors and lavatories, and 120 non-corridor cars for suburban and short-haul use. The total also included four new first-class and one composite (first and third class) sleeping cars, ten restaurant cars, and four luxury saloons to be attached to kitchen cars and used for special services in the same way as Pullman cars. There were also built five pairs of restaurant car sets, having a kitchen and a first-class saloon in one vehicle, and coupled by standard connections to a third-class saloon car. Seven six-wheeled milk tank cars, with glass linings of a capacity of 3,000 gallons, also were constructed, while the building of 1,835 new goods wagons was another noteworthy activity of the Swindon shops during 1931.</p>
          </div>
        </div>
      </div>
      <pb xml:id="n23" n="23"/>
      <div decls="#text-2-bibl" xml:id="t1-body-d7" type="section">
        <head>
          <title level="a"><name type="work" key="name-409325"><hi rend="i">The Railway Year</hi><lb/><hi rend="c">Net Revenue Gain</hi></name>.</title>
        </head>
        <byline><hi rend="b">Statement by <name type="person" key="name-408438">Mr. H. H. <hi rend="c">Sterling</hi>
</name>, Chairman of the Government Railways Board</hi>.</byline>
        <div xml:id="t1-body-d7-d1" type="section">
          <p><hi rend="sc">Figures</hi> made public in Auckland on July 4th by Mr. H. H. Sterling, Chairman of the Government Railways Board, indicate that notwithstanding a decline in revenue the railways in the past financial year made a net revenue gain by reason of the economies effected in expenditure.</p>
          <p>Mr. Sterling said the past year had been an exceedingly trying one, and difficult in itself by reason of the complications inevitably associated with the continuation and intensification of the depression. In addition, there had been of course, a tremendous volume of work inseparable from such a radical change in the control of the business of the Department as had taken place with the constitution of the Board. Practically every major question affecting the Department's working had been, or in the near future would be, brought under review by the Board, and this had placed a heavy burden on the organisation, having regard to the fact that the routine requirements of the business called for the greatest possible vigilance in order to secure the best results. That those results had been secured seemed to be amply justified by the figures for the last year's operations.</p>
        </div>
        <div xml:id="t1-body-d7-d2" type="section">
          <head>Reduction in Expenditure.</head>
          <p>Without going into details, Mr. Sterling said he was pleased to be able to indicate that, notwithstanding a drop in revenue for the year of £1,070,000, the Department had actually been able to achieve an increase in net revenue. That, of course, was the result of the efforts which had been made to reduce expenditure, the figures for the year showing, in comparison with those of the previous year, that expenditure had been reduced by approximately £1,200,000. Compared with 1930, expenditure showed a decrease of £1,687,000.</p>
          <p>“This result,” Mr. Sterling continued, “has been attained without reducing the service below what would be regarded as a reasonable standard from the customer's standpoint. The Board realises, of course, that there is a point below which expenditure cannot be reduced without a disproportionate sacrifice of the standard of the service. This requires a very nice balancing of the factors involved in the consideration of this question. The Board is steadily pursuing the policy of economy, but it will be realised, in face of what has already been achieved in the reduction of expenditure, that further reductions become increasingly difficult. Especially in such an institution as the railways, a point must be reached where service must be regarded as at a minimum, so that further reductions in expenditure are not really possible as a business proposition. For instance, between main centres express train services have to be maintained, and while revenue may drop to half, the expenditure is practically stationary as regards that service. So in relation to other phases of the Department's activities, such as goods service, refreshment rooms, etc. The Department has at all times to be in a position to meet the fluctuations that take place, and it is the peak of fluctuations that, generally speaking, determine the strength of the organisation that has to be maintained in order to give a service that will be free from complaint.”</p>
        </div>
        <div xml:id="t1-body-d7-d3" type="section">
          <head>On Sound Business Lines.</head>
          <p>Mr. Sterling said it was impossible to foretell with any degree of certainty
<pb xml:id="n24" n="24"/>
what lay immediately ahead in the matter of trade revival, but without wishing to appear unduly pessimistic, he thought it would not be wise to count on any very substantial improvement during the current year. Indeed, said the Chairman, the figures of the Department's business for the first two months of the present financial year showed that revenue was still dropping, but notwithstanding the increasing difficulty of obtaining reductions in expenditure, it was satisfactory to note that expenditure had been reduced to an even greater extent, so that for the first two months there had been an improvement in the net revenue. True the sum was not great, relatively speaking, being £2,000, but in the circumstances it was gratifying to know that the Board had been able to show a credit balance, small though it might be.</p>
          <p>The public, Mr. Sterling added, could be given a full assurance that the Board during the current year would be unremitting in its endeavour to run the affairs of the Department on sound business lines, and to realise what it considered to be its true objective to provide the community with the service it needed at the lowest possible cost.</p>
          <p>
            <figure xml:id="Gov07_04Rail024a">
              <graphic url="Gov07_04Rail024a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail024a-g"/>
              <head><hi rend="c">When The Lights Peep Forth</hi>.<lb/>
(Photo, W.W.Stewart.)<lb/>
Auckland station platforms by night.</head>
            </figure>
          </p>
        </div>
      </div>
      <div xml:id="t1-body-d8" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-409326">The Chief Clerk</name>
          </title>
        </head>
        <p><hi rend="sc">At</hi> the cross-roads of his department, where the currents of office activities flow in unceasing streams, the Chief Clerk keeps vigil. Over his desk the units of the organisation maintain contact with one another, with the other departments of the company and with the outside world. Because of his preparation in precedent and experience, emergency rarely takes him unawares. No episode in the smoothly moving routine of railroading escapes his attention.</p>
        <p>Having travelled to his position over an arduous route of promotion, the Chief Clerk knows where his own associates' responsibilities begin and end. He has a nice sense of proportion in the matter of authority and duty. He cultivates the confidence of his associates. He relieves his officers of the burden of detail. He transmits their desire, and follows through to its proper execution. He is tactful and just in the distribution of tasks. He is punctilious in awarding credit for the initiative and enterprise of his fellow-workers. He believes in the conservation of time, effort, and material.</p>
        <byline xml:id="Gov07_04Rail_1547">—<hi rend="i">Illinois Central Magazine</hi>.</byline>
      </div>
      <pb xml:id="n25" n="25"/>
      <div decls="#text-3-bibl" xml:id="t1-body-d9" type="section">
        <head>
          <title level="a"><name type="work" key="name-409327"><hi rend="i">Heart of the Island</hi><lb/><hi rend="c">Taumarunui and Its Story: The Evolution of a Railway Town</hi></name>.</title>
        </head>
        <byline>
          <hi rend="b">(Written for the “N.Z. Railways Magazine,” by <name type="person" key="name-207731"><hi rend="c">James Cowan</hi></name>.)</hi>
        </byline>
        <div xml:id="t1-body-d9-d1" type="section">
          <p>
            <hi rend="i">Once the most secluded spot in the North Island, Taumarunui has developed in thirty years into a large and busy town. When this century opened it did not exist, except as a Maori settlement, important only because it was at the head of canoe navigation of the Wanganui River. Construction of the Main Trunk Railway brought it into being as a town, and promoted the settlement of the originally wild country of which it is now the prosperous business centre.</hi>
          </p>
          <p>“<hi rend="sc">The</hi> Place of Abundant Shade” is a translation of the name Taumarunui, which accurately describes that sheltered valley as it was before the coming of the <hi rend="i">pakeha</hi> settler swept most of the tall dense forest from the encircling hills. Local Maori tradition ascribes the origin of the name to a certain incident, the erection of a screen or shade to shelter a dying chief, but the interpretation may reasonably be given a wider topographical significance. The level land on which the modern town is built, at the meeting of the waters that form the great navigable channel of the Wanganui, is a place of comfortable sheltered aspect, well guarded by its pumice-coated ranges from the cold and blustering winds.</p>
          <p>The heart of the island, too, is a description which the building of the North Island Main Trunk Railway and the transformation of the well-hidden native village into a bustling provincial town have not deprived of its fitness. It was the loneliest imaginable Maori home when first I saw it; it seemed, and was, very far remote from the great world of noise and money-making and many inventions. It was three days' ride from the nearest white township on the north; it was quite inaccessible from the west; it was a long rough journey from the east, and it was a canoe voyage of a week or more from Wanganui on the South. All the rivers were unbridged; the only roads were horse tracks or bush foot trails. Now, though the scene has been trimmed and softened, the geographical truth remains. Taumarunui, as a rail station, is nearly midway between Auckland and Wellington; it marks practically the centre of the Island for train transport. It is the centre from which several routes diverge for industrial, commercial and pleasuring purposes.</p>
          <p>Here, travellers bound down the Wanganui River leave the trains to embark on the most beautiful and novel of inland voyages, the power launch and steamboat cruise of more than a hundred miles. From here the timber milling country, the greatest tract of forest land still available for the saw in the Island, can be explored by several routes, and there is the stepping-off place for the Tongariro National Park, up yonder on the Waimarino plateau.</p>
          <p>So Taumarunui may correctly claim for itself, if it likes, the title of hub of the Island. No one will dispute its right.</p>
        </div>
        <pb xml:id="n26" n="26"/>
        <div xml:id="t1-body-d9-d2" type="section">
          <head>Two Frontier Towns.</head>
          <p>I had been reading, in one of those American magazines that specialise in out-of-doors subjects and recollections of the frontier era, an account of some of the wild old towns of the cattle-ranchers and the gamblers and gunmen. A photograph of that renowned resort, Dodge City, Kansas, in the year 1878, seemed strangely familiar. That one-sided street of timber shanties, false-fronted stores and eating-houses and boarding-houses, some buildings with verandahs, some without; that “dirt road,” those horses standing at the hitching-posts, the four-horse wagons and the bullock-teams—how I knew them, though I had never seen Dodge City. And then I remembered. Many of our rough raw townships I had seen; they would call them cities in the U.S.A. But one above all was the exact replica of Dodge City. It was Taumarunui in the first year of its life as a town—its first year as head of the North Island Main Trunk, before the north end and south end met.</p>
          <p>There, happily, the resemblance ended. Taumarunui was not shot up periodically by belted cowboys in ten-gallon hats. It got its “eddication in a peaceful sort of way,” as Truthful James would have said. There were no Wild Bill Hickoks, no Crooked Kids, no frontier ruffians to spread the fear of the six-gun and the bowie-knife. There was not even a <hi rend="i">faro</hi> lay-out. Yet Taumarunui and the Main Trunk camps as one saw them in the process of construction had their own little diversions. The hop beer dispensed was of gratifying O.P. quality, and if a game was desired there were hundreds of lads ready to oblige you at two-up. A much-travelled toiler who had come far to swing pick and shovel on the Ongarue banks said that it looked a child's game, but that it sure was loaded.</p>
          <p>And now that I think of it, there were men among the thousand or so who had worked on the building of the Main Trunk (under that excellent engineer, Mr. J. D. Louch) had seen life in the actual American Far West. There was the unmistakable brand of the rover on them; they had worked in all kinds of callings, from lumbering to cattle-droving. They knew the Missouri and the Colorado, the plains of Texas, and the deserts of Arizona. In two of the canvas-and-slab camps that stood in the lee of the <hi rend="i">rimu</hi> groves where the newly-formed line went down from the Poro-o-Tarao tunnel to the pumice banks of the Ongarue, there were names of several far-famed U.S.A. “wild” towns rough-lettered in charcoal on <hi rend="i">whares</hi>.</p>
        </div>
        <div xml:id="t1-body-d9-d3" type="section">
          <head>The Primitive Days.</head>
          <p>Taumarunui's transformation from a Maori settlement to a place of <hi rend="i">pakeha</hi> progress and activity was, I suppose, as rapid as anything in the much-written-of Wild West. When I first rode down the Ongarue Valley—it was a two days' journey then from Te Kuiti—the place seemed as solitary and shut-in as a glen in the heart of the Urewera Country. Later on, over thirty years ago, we camped one night on the <hi rend="i">manuka</hi> flat at Taumarunui. Long afterwards I tried to locate that camping-place alongside the pioneer surveyor Rochfort's high-legged <hi rend="i">pataka</hi> or storehouse, but it was a bewildering search, so completely had the scene been changed. It was somewhere near where the Post Office stands to-day.</p>
          <p>All was different. The railway station stood where there had been a group of Maori <hi rend="i">whares</hi> roofed with <hi rend="i">totara</hi> bark. Churches, stores, banks, large accommodation houses, pretty homes, had taken the place of maize and potato cultivations enclosed in pig-proof fences of <hi rend="i">manuka</hi>. Electric lights blazed in the streets at night; there were paved footpaths where once narrow tracks wound through the tall <hi rend="i">manuka</hi>. Old Taumarunui had completely vanished, except for a native <hi rend="i">kainga</hi>, considerably modernised, and the shingled cottage of the first white man in this retreat of the Maori the venerable Alexander Bell, old soldier and bush scout, old trader, one of the last of the real <hi rend="i">pakeha-Maori</hi> class.</p>
        </div>
        <div xml:id="t1-body-d9-d4" type="section">
          <head>The “Father of Taumarunui.”</head>
          <p>Mr. Bell's neat home, with its little store of goods for the Maori trade, stood
<pb xml:id="n27" n="27"/>
in its grove of fruit trees. The old-timer lives in Taumarunui still, a lone relic of the past; he has lived continuously in Taumarunui since 1874. A man of many adventures and strange memories. He took a chief's daughter to wife, a very handsome girl, of the ancient fair-haired type that is called <hi rend="i">urukehu</hi>. That was in 1870. He was adopted into the local tribe and became their white trader, their pet <hi rend="i">pakeha</hi>, and this friendship saved
<figure xml:id="Gov07_04Rail027a"><graphic url="Gov07_04Rail027a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail027a-g"/><head><hi rend="i">“Beauty breaks in everywhere.”—Emerson</hi>.<lb/>
(Rly. Publicity Photo.)<lb/>
The picturesque upper reaches of the Wanganui River, North Island, New Zealand.</head></figure>
him from such a fate as that which befell William Moffatt, the powder-maker and prospector, who was killed here by the Maoris in 1880, for trespassing in forbidden country. A long story, and curious, the tale of Moffatt's life and tragic end, too long to detail here.</p>
          <p>The “Father of Taumarunui,” as Mr. Bell has been called, proudly wore his New Zealand War medal on the day when last I saw him; we had met again to discuss certain passages in the story of the bush-campaigning era. We mutually regretted some of the changes, the inevitable passing of the ages-old charm of seclusion, the forest freedom that once was Taumarunui's. Necessary as was the coming of the rail, a day too long delayed, and the making of a commercial town, there were features of the past that pleased the old-timer best. “Ah,” he said, “I don't like all this hurry and bustle, all this haste to get somewhere, all this noise. I often think of the days when I could go out in the morning, just up the hill yonder, with my double-barrel gun and come back with a kitful of fat pigeons. What shooting we did in those days never seemed to make the pigeons any scarcer. But the coming of all the crowds and the bush-felling and the burning have destroyed the birds that were everywhere in my early days here.” And the veteran lamented, too, the passing of the <hi rend="i">tui</hi>, which used to usher in the morning in all the bush around the valley, and on this Taumarunui flat itself. “I'd far sooner hear the <hi rend="i">tui</hi> sing than those motor cars hoot through the town.”</p>
          <p>Was it not the Black Douglas—as we read in the old chronicles—who declared that he would sooner hear the cricket sing than the mouse squeak. The Douglas
<pb xml:id="n28" n="28"/>
meant the prison when he spoke of the mouse's squeak.</p>
          <p>I am sure that if time could roll backward in its flight, and Alexander Bell found himself all at once a young man again and a town like this choking off his breath, he would roll his swag and take his gun and get quickly hence by some dim bush trail. But the frontiers-man is alone in a changed world. Taumarunui of to-day prides itself, with good reason, on its spirit of progress, its
<figure xml:id="Gov07_04Rail028a"><graphic url="Gov07_04Rail028a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail028a-g"/><head><hi rend="c">In The Heart Of The North Island Bush Country</hi>.<lb/>
(Rly. Publicity photo.)<lb/>
The Manganui-o-te-ao Viaduct (height 112ft., length 290ft.) on the North Island Main Trunk Line, New Zealand.</head></figure>
good communications, its comfort and briskness, and all its fittings and furnishings that bring it well forward as a live provincial town. It is one of those places that will keep on going forward, with so much country still to be drawn up for production and wealth.</p>
        </div>
        <div xml:id="t1-body-d9-d5" type="section">
          <head>A Tale of Two Scouts.</head>
          <p>There is a story of old Taumarunui which I first heard from the late Captain Preece, of Palmerston North, one of the best officers who led Government native expeditions in the last bush wars against the Hauhaus. It was in 1869, just after Te Kooti and his guerilla band had been defeated in the fight at Te Porere, near Mount Tongariro. The wounded desperado and the survivors of his war-party took refuge in the heart of the bush, and recruited at Taumarunui. Here, in this well-hidden spot, he held council and laid plans for a new campaign. The Government forces made expeditions from the east, searching the great trackless forests for their foe. After several fruitless tramps into the wilderness of bush, it was decided to send out scouts and ascertain whether Te Kooti had reached Taumarunui, and if so what he intended doing next. Two men of one of the Rotorua tribes, named Wiremu and Te Honiana, in Preece's contingent, volunteered to go through and pick up what information they could. Armed with carbines and revolvers, they travelled the open part of the track by night and the bush by day, a distance of forty miles, mostly dense forest.</p>
          <p>They reached the hills on the east of Taumarunui, somewhere about the place where the hospital now stands, and approached the village that then straggled along the flat, one side of which is now occupied by the railway station and
<pb xml:id="n29" n="29"/>
yards. With the utmost caution they crawled as near as they could through the bush-covered slopes overlooking the <hi rend="i">marae</hi> or open space between the <hi rend="i">whares</hi>, the village square. There they lay hidden nearly all one day, listening to the speeches made in the open air, where Te Kooti addressed his followers and a large gathering of the Upper Wanganui people. They heard him announce his intention to move northward along the west side of Lake Taupo, making for the Patetere country, between Waikato and Rotorua. With this important piece of intelligence the two daring scouts returned to the Government camp at Lake Rotoaira. They had been absent five days.</p>
          <p>Lieut-Colonel McDonnell was so pleased with the information the men had gained at very considerable risk that he presented them with the Government carbines they had taken on the expedition. No doubt they deserved greater recognition than that. The information they gathered as they lay in that bushy cover so close to their enemies—they feared that at any moment some Maori dog would discover their retreat and raise a fatal noise about it—enabled the Government forces to intercept the
<figure xml:id="Gov07_04Rail029a"><graphic url="Gov07_04Rail029a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail029a-g"/><head><hi rend="i">“And it's oh! for the gleam of the metal ways.”—C. Quentin Pope</hi>.<lb/>
(Rly. Publicity Photo.)<lb/>
The Auckland-Wellington “Limited” Express passing through the Taumarunui countryside.</head></figure>
Hauhaus presently at Tapapa, near where the present railway line to Rotorua begins the ascent of the range towards Ngatira and Mamaku.</p>
        </div>
        <div xml:id="t1-body-d9-d6" type="section">
          <head>Town and Country To-day.</head>
          <p>Those are some tales and memories of the pre-railway Taumarunui. The period of transition from a Hauhau camp and a closed frontier to a lively and ofttimes bacchanalian era as head of the iron road, and so on to its present settled and prosperous condition, was not long-drawn-out; it did not extend over the space of an average lifetime, but it was crowded with the incidents that would make a very readable history.</p>
          <p>Now, though the old war-canoes that once swung at the river banks have gone, though the old war parties have passed on, though the railway-makers have been scattered far and wide, there remains some of the bush frontier atmosphere about Taumarunui. The life of the forest that still exists, the life of the hard-toiling bushmen, the even more strenuous toil of the farmer in new country, the wild glories of the great Wanganui River and its bush canyon, all give the traveller every warrant for making the heart-of-the-island town a kind of scenic field base.</p>
          <pb xml:id="n30" n="30"/>
          <p>
            <figure xml:id="Gov07_04Rail030a">
              <graphic url="Gov07_04Rail030a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail030a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n31" n="31"/>
      <div xml:id="t1-body-d10" type="section">
        <head><hi rend="i">Staff Administration</hi><lb/><hi rend="c">New Zealand Railways Staff Division At Work</hi>.</head>
        <div xml:id="t1-body-d10-d1" type="section">
          <p><hi rend="i">To utilise the services of a staff of approximately 15,000 employees in such a way as to obtain the maximum of efficiency in the conduct of business, with the minimum of friction in the internal working of the organisation, is a major problem in the management of the Railways. How the problem is dealt with by the Staff Division, working under the direction of the Staff Superintendent, Mr. A. Urquhart, at Railway Headquarters, is told briefly in the following article</hi>.</p>
          <p><hi rend="sc">The</hi> successful working of any large organisation essentially depends on having the most efficient men in the various positions. It will be readily appreciated, therefore, that the problems associated with the employment of a staff of approximately 15,000 men in the multitude of occupations associated with a railway system extending from Opua in the far north to the Bluff in the extreme south, are many and diverse. The staff must be utilised in such a way as to enable the requirements of business to be met as they fluctuate from day to day.</p>
          <p>It is probably safe to say that every permanent employee of the Department takes a keen interest in matters connected with staff administration, and it may be of interest to record the impressions gained in a visit to the ground floor section of the Head Office building in Featherston Street, Wellington, which accommodates the Staff Division. Passing along the main corridor and through a swinging glass door we reach the domain of the Staff Superintendent who, with an assistant and staff of correspondence and posting clerks, devotes his activities to administering the policy of the management in relation to the staff.</p>
          <p>We find the Staff Superintendent, Mr. A. Urquhart, in his office, surrounded by telephones and official papers, grappling with major administrative problems, making decisions and issuing instructions to his staff in the short intervals between the visits of numerous callers, who wait upon him to discuss official business. It is a busy Division, as can be seen from a tour of inspection of the offices which accommodate Mr. Urquhart's Divisional Staff.</p>
        </div>
        <div xml:id="t1-body-d10-d2" type="section">
          <head>Inquiry and Employment Section.</head>
          <p>We are first taken to the Inquiry and Employment Section, where a courteous clerk, between the periods devoted to attending to inquiries of numerous callers, deals with an imposing pile of correspondence from applicants for employment. Each application is carefully recorded and indexed on a most up-to-date card index register, which comprises some 75,000 cards. Copies of documents and testimonials submitted by applicants are checked with the originals, which are duly returned to the applicant with an acknowledgment, while the copies are filed in a fire-proof strongroom for future reference.</p>
          <p>While observing the orderly system in evidence in the Employment Section our attention is drawn in no uncertain manner to the fact that there are busy typewriters in the vicinity.</p>
          <p>Passing to the next room we view with interest row upon row of typewriters, at which, under the watchful eye of the Lady Supervisor, a large staff of capable shorthand-typistes are turning out a mass of official correspondence from shorthand notes dictated to them by the staff in the surrounding offices.</p>
          <pb xml:id="n32"/>
          <p>
            <figure xml:id="Gov07_04RailP002a">
              <graphic url="Gov07_04RailP002a.jpg" mimeType="image/jpeg" xml:id="Gov07_04RailP002a-g"/>
              <head><hi rend="i">New Zealand Railways Staff Division</hi><lb/>
(Rly. Publicity photos.)<lb/>
(1) Mr. A. Urquhart, Staff Superintendent; (2) Divisional Clerks—Mr. J. A. Martin, Senior Clerk<gap reason="illegible"/>), Messrs. A. F. Taylor (left) and L. G. Shepherd; (3) Mr. G. L. Anderson, Staff Assistant; (4) General Office—Classification and Posting Sections; (5) A section of the modern card index system Location cards; (6) Typistes' Office—Miss B. R. McQueen (standing), Lady Supervisor; (7) Inquiry Office and Employment Section.</head>
            </figure>
          </p>
        </div>
        <pb xml:id="n33"/>
        <pb xml:id="n34" n="34"/>
        <div xml:id="t1-body-d10-d3" type="section">
          <head>Up-to-date Filing Methods.</head>
          <p>After inspecting the electric duplicator which, with admirable mechanical efficiency, produces in hundreds departmental circulars destined for distribution throughout the system, we move to the next office, a spacious room accommodating, with a staff of posting and section clerks, a great array of neatly pigeon-holed files, each one of which, we are informed, contains the personal record of a member of the permanent staff covering the whole period of his service in the Department.</p>
          <p>The task of keeping the information on each of those twelve thousand-odd files posted up to date is obviously one of some magnitude, but the work goes smoothly on day by day, and the complete record of each individual member, covering such details as salary, grade, class, designation, qualifications, educational attainments, promotions, punishments and location at any given date throughout his career is available for inspection at a moment's notice.</p>
        </div>
        <div xml:id="t1-body-d10-d4" type="section">
          <head>Education in Railway Working.</head>
          <p>The Department recognises that the value of a member to the service is determined largely by the extent of his education and training, coupled with such essential personal characteristics as initiative, energy and capacity.</p>
          <p>The provision of improved facilities for education in railway working for the benefit of the staff is a feature of the Department's general principle of conforming to the best practices obtaining in modern large scale enterprises. A correspondence course covering a varied range of subjects, from the fundamental principles of train running work to rules, regulations and tariff charges, is provided. At half-yearly intervals examinations are conducted to determine the extent to which members are taking advantage of the facilities afforded for gaining both theoretical and practical knowledge of railway work.</p>
          <p>The scheme of staff education includes, also, instruction on technical subjects to apprentices employed in the Department's Workshops, while encouragement is given to the formation by members of the staff at large centres, of classes for instruction in First Aid.</p>
          <p>Passing along the row of busy clerks our attention is directed to one engaged in recording the results of a recent examination and preparing statistical data in connection therewith. A neat card-filing system facilitates the establishment of a permanent and accurate record of the results attained by each member at the examinations. Success at these examinations is a vital factor affecting the advancement and salary increments of the candidates.</p>
        </div>
        <div xml:id="t1-body-d10-d5" type="section">
          <head>Housing the Department's Employees.</head>
          <p>The Department is keenly appreciative of the important part comfortable residential accommodation for married employees plays in securing a contented staff. A clerk, with the aid of an effective card system, records the details of between three and four thousand houses which are provided by the Department and reserved for occupation by members of the staff. The system of control of house property is complete, and allocation of houses to employees of all classes throughout the system is arranged by the housing section of the Staff Division, which experiences on a large scale all the problems of the average house agent.</p>
          <p>As an adjunct to the activities connected with housing, this section arranges for the printing and distribution to District Controlling Officers of passes for use by the staff when travelling on official business or while on holiday leave.</p>
        </div>
        <div xml:id="t1-body-d10-d6" type="section">
          <head>How Location Cards are Kept.</head>
          <p>Moving to the next section, we find a staff posting on location cards, a complete record of every change of location for each member. Neat cabinets contain a range of cards, with master cards indicating the name of each station, office, depot or workshop, followed by another recording the details of the designation and grade of positions authorised for each establishment
<pb xml:id="n35" n="35"/>
<figure xml:id="Gov07_04Rail035a"><graphic url="Gov07_04Rail035a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail035a-g"/><head><hi rend="i">Typical personal service record of a member of the Railways permanent staff.</hi></head></figure>
Then follows what is termed a location card for each employee employed at such station, office, etc. Recorded on this card are full particulars of the grade, salary and location of the employee at all periods of his career, and it can be conveniently moved as the location of the employee to whom it refers is changed from time to time. Notification of the date each change of staff authorised by the General Manager is carried out, is submitted by District Controlling Officers to Head Office on a special form printed fivefold. After the accuracy of the details has been checked by the posting clerk one copy is forwarded to the Audit Office, one to the Chief Accountant, and one returned to the District Controlling Office for record purposes. One of the remaining copies is retained by the posting section for attachment to the personal record of the individual concerned, while the remaining copy passes to another important branch of the office—the Classification Section.</p>
        </div>
        <div xml:id="t1-body-d10-d7" type="section">
          <head>Classification and Correspondence.</head>
          <p>Every member of the service is familiar with, and more or less keenly interested in, the Classification List, which is published annually, setting forth in order of classification the name, status and pay of each member, probationer, and apprentice, and the length of time he has been in the service of the Department. It is doubtful whether many have any conception of the amount of detail work involved in compiling accurately the particulars published in that document. In order that the information may be readily available, it is essential that a special card for each member of the permanent staff be kept posted up to date throughout the year, with every detail affecting the pay and classification of the member concerned. A record is also kept of work performed by members acting in an advanced capacity in every case in which the time so occupied has a bearing on the due date of the member's right to advancement to a higher rate of pay. A most important and responsible task is the collating annually
<pb xml:id="n36" n="36"/>
of the recommendations made by controlling officers in respect to the qualifications and suitability for advancement of individual members, and the review of the recommendations made, having due regard to the personal history of the member as disclosed by his official record in Head Office. This duty must of necessity be completed before the printing of the Classification List can be arranged.</p>
          <p>The nature of the work connected with what is, of course, the largest transport concern in the Dominion, is such that accidents are inevitable, and we find a clerk absorbed in the intricacies of assessing compensation payable in terms of the Workers' Compensation Act to members who have the misfortune to meet with serious accident in the course of their employment.</p>
          <p>We note the orderly distribution of correspondence and statistical data from the various sections to the supervising clerk, who carefully checks it before passing it through to the Staff Superintendent or his assistant for final review prior to despatch.</p>
          <p>
            <figure xml:id="Gov07_04Rail036a">
              <graphic url="Gov07_04Rail036a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail036a-g"/>
              <head><hi rend="c">Railway Educational Facilities</hi>.<lb/>
(Rly. Publicity photo.)<lb/>
Mr. M. L. Bracefield (centre) Officer-in-Charge, Railway Training School, Wellington, and his staff at work.</head>
            </figure>
          </p>
          <p>Passing through to still another office, we meet the Staff Assistant and Senior Section Clerks, who are engaged in dealing with the seemingly-endless volume of correspondence connected with the staffing of innumerable stations, locomotive depots, maintenance gang lengths, stores, workshops, etc. The selection of suitable members to fill vacancies created by retirements, resignations, and other causes; arrangements for placing retired members on superannuation, refund of contributions to members resigned, preparation of circular instructions; amendments to regulations, and fixing of staff establishments, are among the items which keep every member of the staff Division in this office fully engaged throughout the day.</p>
        </div>
        <div xml:id="t1-body-d10-d8" type="section">
          <head><hi rend="c">Low Rates In America</hi>.</head>
          <p>That reduced rates are developing rail travel which otherwise definitely would not move—at least by rail—is self-evident. Many trains are carrying a substantial volume of business again, and even if at lowered rates, it is significant of the possibilities.—From the <hi rend="i">Christian Science Monitor.</hi>
</p>
        </div>
      </div>
      <pb xml:id="n37" n="37"/>
      <div xml:id="t1-body-d11" type="section">
        <head>
          <hi rend="c">By Those Who Like Us</hi>
        </head>
        <p>From the Manager, Pyne, Gould, Guiness, Ltd., Christchurch, to the District Traffic Manager, Christchurch:—</p>
        <p>With the close of another wool season, we desire to place on record our appreciation of the service given by your Department.</p>
        <p>We have pleasure in stating that, although we handled an exceptionally large quantity of wool during the season, we never experienced a delay as a consequence of truck shortage. In this connection, we cannot help mentioning the services of your Yard Foreman, Mr. Ayling. He kept in close touch with our Head Storeman, Mr. Ray, and was unfailing in his efforts to meet our convenience.</p>
        <p>* * *</p>
        <p>From Messrs. Wright, Stephenson &amp; Company, Ltd., Dunedin, to the General Manager of Railways, Wellington:—</p>
        <p>We have to express our appreciation of the assistance rendered us by your staff in connection with the recent Horse Fair held by us. Your Transport Department, Goods Agent and Yard Staff did everything possible to facilitate the trucking and consigning of horses away from Dunedin, and we can assure you that had it not been for their courtesy and attention, it would not have been possible for us to handle the consignments so expeditiously and satisfactorily.</p>
        <p>Several of our clients have also mentioned to us how much they appreciated the attention they received from your officers in connection with their inward consignments of horses for the sale.</p>
        <p>From the Secretary, New Zealand Utility Poultry Club, Christchurch, to the Stationmaster, Christchurch:—</p>
        <p>On behalf of the members of this Club, I would like to express my thanks and appreciation of the expeditious manner in which your staff at Christchurch and Papanui handled the many crates of poultry consigned to our Egg Laying Test at Papanui.</p>
        <p>In addition to receiving many crates of live poultry, the Club also returned by rail many crates of birds that had completed their test. The fact that all the birds arrived promptly, and in good order, certainly warrants the thanks and appreciation of this Club.</p>
        <p>* * *</p>
        <p>From the Secretary, General Post Office, Wellington, to the General Manager of Railways, Wellington:—</p>
        <p>In connection with the interruption to railway services at Pareora following the recent floods, I desire to take the opportunity of expressing appreciation of the services rendered by officers of your Department. The willingness and co-operation of Railway officials enabled the transfer of mails to be carried out expeditiously and efficiently.</p>
        <p>In particular, I desire to refer to the excellent services rendered by Mr. W. A. Marshall, Stationmaster, Timaru, and Mr. J. S. Roberts, also of Timaru, who controlled the transport between railheads. Notwithstanding the onerous nature of their duties, Messrs. Marshall and Roberts gave every possible assistance and consideration to the needs of this Department.</p>
      </div>
      <pb xml:id="n38" n="38"/>
      <div xml:id="t1-body-d12" type="section">
        <head><hi rend="i">Luxury in Railway Travel</hi><lb/>
Notable Developments in Britain</head>
        <div xml:id="t1-body-d12-d1" type="section">
          <p>(From Our London Correspondent.)</p>
          <p>
            <figure xml:id="Gov07_04Rail038a">
              <graphic url="Gov07_04Rail038a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail038a-g"/>
              <head><hi rend="i">Prepared by Master Billy Waters (13½ years), a pupil at St. Mark's School, Wellington, the above poster was awarded second prize in the Poster Competition at the recent Wellington Winter Show</hi>.</head>
            </figure>
          </p>
          <p>It would seem that in the present year the Home railways are setting up new standards for travel luxury. What rank as the most luxurious passenger coaches ever put on the road are a number of unique first-class carriages, introduced by the London and North Eastern Railway in its far-famed “Flying Scotsman” service between King's Cross Station, London, and Edinburgh. This run, by the way, is again being performed non-stop between London and Edinburgh (392¼ miles) by the employment of locomotives fitted with a corridor tender.</p>
          <p>The new first-class cars on the “Flying Scotsman” have no outside compartment doors, access being obtained at either end of the carriages, each of which contain six compartments, four for smokers and two for non-smokers. The compartments are reached by a side corridor, and the interior decorations are electric-blue for the smoking compartments, and rose for the non-smoking. The corridors are carpeted in fawn, with sponge rubber beneath. Fully sprung separate arm-chairs are provided for each passenger, the angle of the seats and backs being adjustable. Each compartment accommodates six passengers. Opposite the sliding door from the corridor, each compartment has a large window of Vita glass. Foot-stools add to the comfort of the passenger, and the windows are draped with side curtains to match the colour of the upholstery. The two toilet compartments in each car are equipped with dressing-tables and full-length mirrors. A special feature is the “Thermo Reg” system of pressure ventilation installed, which, at the will of the passengers, permits of a flow of warm or cold filtered air being passed through the compartment.</p>
        </div>
        <div xml:id="t1-body-d12-d2" type="section">
          <head>New Observation Cars.</head>
          <p>Until recently, comparatively few observation cars were employed on the Home railways. This year the Great Western Railway has put into traffic observation cars of a novel type which promise to be greatly appreciated by travellers. The new cars take the form of saloons, built with bowed observation ends. Each car is 60ft. in length, and is divided into an ordinary first-class compartment,
<pb xml:id="n39" n="39"/>
two saloons, one of these being for use as a drawing-room and the other for dining, and in addition a kitchen, pantry and lavatory. The first-class compartment provides seats for six persons. The drawing-room portion, which accommodates nine, is furnished with two comfortable settees, three upholstered chairs, a writing-table with electric reading lamp, and mirrors. The dining saloon has fourteen upholstered chairs, three large and two small baize-covered tables, with an electric standing lamp on each. In this saloon, also, for the convenience of waiters, there is a serving table with cupboards underneath. The kitchen is operated by gas, and, for cleanliness, the walls are of stainless steel sheets.</p>
          <p>The interior finishing of the new Great Western observation car is in highly polished walnut. The upholstery is figured moquette (brown and black on a beige background), and the floors are covered with brown Saxony carpet. Suspension type gangways are fitted, and the cars have steel outside body panels. Altogether, the new cars are a most attractive addition to Great Western rolling stock.</p>
          <p>
            <figure xml:id="Gov07_04Rail039a">
              <graphic url="Gov07_04Rail039a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail039a-g"/>
              <head><hi rend="c">Power Signalling Developments In France</hi>.<lb/>
St. Denis Signal Box on the Paris-Calais Route.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d12-d3" type="section">
          <head><hi rend="c">Car Parks For Rail Users</hi>.</head>
          <p>The Underground Railways of London, noting that road users lost much valuable time in passing through the congested streets of the metropolis, determined to win back much of the passenger business they had lost by a clever scheme for the provision of car parks and garages at certain of their outlying stations. Now, instead of the motorist driving direct from his home in the suburbs to the centre of London, he usually drives in his car to the nearest Underground station, parks his vehicle there until the return at night, and continues the journey by railway, speedily and without hold-ups of any kind.</p>
          <p>Following the lead of the Underground, the main-line railways now are providing car parks at their depots. The London, Midland and Scottish line has arranged for the parking of private motor cars at upwards of 200 passenger stations and 400 goods depots. The charges are one shilling per day for cars and sixpence for motor-cycles, except in certain rural areas, where the charges are sixpence and threepence respectively. The receipts in connection with this arrangement are steadily growing month by month.</p>
          <pb xml:id="n40" n="40"/>
          <p>
            <figure xml:id="Gov07_04Rail040a">
              <graphic url="Gov07_04Rail040a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail040a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n41" n="41"/>
      <div decls="#text-4-bibl" xml:id="t1-body-d13" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-409328">Pictures <hi rend="i">of</hi> New Zealand Life</name>
          </title>
        </head>
        <byline xml:id="Gov07_04Rail_1551">
          <hi rend="b">(By <hi rend="c"><name type="person" key="name-207731">Tangiwai</name></hi>.)</hi>
        </byline>
        <div xml:id="t1-body-d13-d1" type="section">
          <head><hi rend="c">The Fossickers</hi>.</head>
          <div xml:id="t1-body-d13-d1-d1" type="section">
            <p>“<hi rend="sc">There's</hi> gold in the mountains and silver in the mine,” says the old song. This depression of ours has turned attention to those hidden hoards of raw wealth, and likely auriferous areas are being combed more assiduously than they have been for many a year. Prospectors are panning-off riverbed stuff in hundreds of places in the South Island; dredges are winning steady returns from the heavy black sands; and there are high hopes once more of lifting fortunes from the golden Kawarau. In the North, the Coromandel Peninsula is being re-explored; there is considered to be plenty of gold there still, along the great bush ranges from Cape Colville to Te Aroha.</p>
            <p>Another region, but one which has not yet been proven to hold payable gold, that is receiving some exploratory attention, is the rough, much-forested country between the western shores of Lake Taupo and the basin of the Upper Wanganui at Taumarunui. Traces of gold were obtained long ago in the Pungapunga Creek and other streams, and I have heard from the Maoris at Taumarunui that a small nugget of gold was found in the 'seventies in the Pungapunga or thereabouts, and was worn by a chief's wife around her neck. Such stories were often heard in past years in the Tuhua country, as that region is usually called by the Maoris. A few years ago a small syndicate from Napier set to work prospecting the creeks on the west side of the great lake, but apparently it failed to strike it rich. Still, there is a belief among many old hands that there will some day be a great golden-quartz discovery in among the mountains of Tuhua. Let us keep on hoping. Every little helps!</p>
          </div>
          <div xml:id="t1-body-d13-d1-d2" type="section">
            <head>The Rare White Bird.</head>
            <p>Recently a white heron, the beautiful bird called by the Maoris the <hi rend="i">kotuku</hi>, was seen fishing for its daily food in the Awapuni lagoon, near Palmerston. The <hi rend="i">kotuku</hi> is the most graceful of our native birds, but it is unfortunately very seldom seen, and when it is, as often as not, some gunman takes a shot at it and pleads that he took it for a swan or a barndoor chook, or something. One was shot on the coast of Westland some years ago by a youth who didn't know what it was or that it was protected by law.</p>
            <p>It is a curious fact about the <hi rend="i">kotuku</hi> that wherever it is seen it is alone; a pair of herons is never seen. It is a solitary rover,
<pb xml:id="n42" n="42"/>
winging its lonely way from swamp to swamp or lake to lake in quest of good fishing waters. It covers long distances in its flights. Several years ago one was reported in the Tauranga district. Then it disappeared, and a few days later the Maoris at Rotorua were greatly pleased and excited by the visit of a <hi rend="i">kotuku</hi>, which was seen daily perched on an old punt on the lake shore at Ohinemutu, intently watching the waters for fish. Most probably it was the same heron which Tauranga had seen.</p>
            <p>“<hi rend="i">Te kotuku rerenga tahi</hi>” is a favourite proverbial saying of the Maoris applied to the white heron, and it is a complimentary term often used when welcoming a distinguished visitor; it is usually given as “bird of a single flight,” or, in other words, a guest seen only once in a lifetime. However, it would be more accurate, I think, to give it the interpretation “the lone-flying white heron,” in reference to its solitary habit. It flies alone and fishes alone.</p>
            <p>A profound pity it is that such lovely creatures are dying out of our land, with the gradual diminution of their feeding grounds and the inevitable usurping of their old free domains by the pushing and impertinent imported birds and the ravages of destroying animals of the stoat and weasel kind.</p>
          </div>
          <div xml:id="t1-body-d13-d1-d3" type="section">
            <head>Self-denial.</head>
            <p>All the world should be told that touching story of the Otago Scot who presented an untouched bottle of prime old whisky to a Dunedin Museum. Never in all my experience of Scots, English, Jews and Scandy-hoovians have I heard of such an example of self-denying frugality. A Scotsman who could preserve a bottle of his national beverage uncorked for the period of nearly a lifetime must surely be a bird more rare than that <hi rend="i">rara avis</hi> I have just mentioned, the <hi rend="i">kotuku!</hi>
</p>
            <p>Discussing this strange, indeed unparalleled case with an acquaintance who is an authority on wet goods, we jointly wondered, in the first place, why such care to preserve what is usually regarded as intended to be consumed at the first opportunity? “Why,” asked my friend, “what was the matter with it?”</p>
            <p>That, indeed, is the question Isaac and Moses as well as Sandy and Hector and the McTavish will ask. But dark doubts are apt to obtrude themselves. Is it whisky? Or is it cold tea or mildly coloured water? Is there a tragic shock in store for the first Otago burglar who raids that Museum in search of the so-well-advertised presentation bottle? We await further exciting news from Dunedin.</p>
          </div>
          <div xml:id="t1-body-d13-d1-d4" type="section">
            <head>At the Rail-End.</head>
            <p>Taneatua, at the terminus of the Bay of Plenty railway line, calls for attention this coming summer, all being well, as a pleasuring centre, aside from its importance as a business town. For one thing, it lies near the entrance to one of the great passes into the Urewera Country, the Whakatane Gorge. It is a wonderful change from the far-stretching plains of grass and maize to ride up that range-walled valley, crossing and recrossing the broad shallow river, and every now and again passing into the cool and scented forest. Two days' easy ride, camping on the way in one of the clearings, such as the old Urewera village at Waikariwhenua, takes one into Ruatahuna, and another leisurely day to Maungapohatu, made famous as the headquarters of the prophet Rua. That is one of the byways in from the plains at Ruatoki, the large Maori settlement just beyond Taneatua; and there are others. By the way, it is a tempting sight, the big trout lying in the sun-warmed shallows at the Whakatane gravelly fords. Of course, you always see them when you haven't got your rod! But the lads and lasses of the <hi rend="i">kainga</hi> don't trouble about orthodox tackle or the opening of the season. They get their trout in eel-baskets.</p>
            <p>Whakatane port, in the other direction, a half-hour run from Taneatua station, is really the most interesting little town along the Bay of Plenty, with its bold rampart of dark-grey cliff walling in the flat on which the place is built, and its tall Pohaturoa rock standing sentry at the entrance like a gigantic policeman directing the traffic right and left. It is a curious place to explore, the top of that wall, where the great <hi rend="i">pohutukawa</hi> trees grow in the trenches of ancient fortifications, the castles of old-time
<pb xml:id="n43" n="43"/>
tribes. Up inland, again, there is a particularly pretty—and exceedingly crooked—driving road on towards Ohiwa and Opotiki, through the Wainui-te-whara Valley, a wooded gorge ablaze with flowers in the season of bush blossoms. The usual traffic route from Taneatua station to Opotiki leaves the plain by way of the Waimana Valley, but this Wainui Road, which cuts into the hills by a narrow little pass three miles or so from Whakatane town, is worth the travelling for the variety of its bush and hill scenery. In fact, should one visit Opotiki from the rail-head, it is a wise plan to make a round trip of it over the Whakatane-Ohiwa section, going one way and returning the other.</p>
          </div>
        </div>
        <div xml:id="t1-body-d13-d2" type="section">
          <head>Sails Linger.</head>
          <p>The extension of railways and roads during the last few years has inevitably put many of our coast-trading steamers out of business. Better communications
<figure xml:id="Gov07_04Rail043a"><graphic url="Gov07_04Rail043a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail043a-g"/><head><hi rend="c">Station Gardens In Canterbury</hi>.<lb/>
(Photo. Courtesy, “Christchurch Press.”)<lb/>
Members of the Railway staff at Rangiora laying out new flower beds in readiness for the station gardens competition next year.</head></figure>
by land have reduced passenger traffic by water to a minimum; that is a necessary process in the development of the country. The North Auckland railway is a case in point. There still remains, however, a useful field for cargo-carrying small craft, and here comes in the advantage of the auxiliary screw scow type of vessel to many of the ports and bays and tidal rivers which the railway does not touch. It is a pleasure to see the oil-engined centreboard schooners and ketches working in and out of Wellington Harbour. In these vessels the fine art of handling canvas is happily preserved; the seamanly accomplishment is not to be left entirely to the yachts. Half-a-dozen or so of the traders of this class still traverse Cook Strait, making their passages in the open sea mostly under sail. One has watched with admiration the <hi rend="i">Echo</hi> and the <hi rend="i">Kohi</hi> beating in through Wellington Heads against a nor'-wester, the engine aiding the sails. Long may such hardy little craft tramp the Strait.</p>
          <pb xml:id="n44" n="44"/>
          <p>
            <figure xml:id="Gov07_04Rail044a">
              <graphic url="Gov07_04Rail044a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail044a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n45" n="45"/>
      <div xml:id="t1-body-d14" type="section">
        <head>
          <hi rend="i">History of the Canterbury Railways</hi>
        </head>
        <div xml:id="t1-body-d14-d1" type="section">
          <p>(Continued.)</p>
          <p>
            <figure xml:id="Gov07_04Rail045a">
              <graphic url="Gov07_04Rail045a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail045a-g"/>
              <head><hi rend="i">Mr. Henry Payne, one time guard on the Wairarapa line. Mr. Payne, who is 90 years of age, is at present living in Masterton</hi>.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d14-d2" type="section">
          <head>The Northern Railway and the Rakaia Bridge.</head>
          <p><hi rend="sc">The</hi> thirtieth session of the Provincial Council began on the 20th November, 1868. The opening had been delayed owing to the illness of the Superintendent, and the session was of short duration. The Council was asked to consider the appropriation of the unexpended balance of the Canterbury Loan (1862). The Northern Railway and the Rakaia Bridge were mentioned by the Superintendent as works specially deserving consideration.</p>
          <p>It was decided to invite capitalists to undertake the construction and equipment of the North Line on terms of guaranteed interest on cost, and the sum of £30,000 was placed on the Estimates for the purpose of forming a basis of guarantee. The Superintendent subsequently invited offers on the conditions proposed by the Council, but without result.</p>
          <p>On 11th December a Bill authorising the construction of the Rakaia Bridge was passed.</p>
          <p>When dealing with the estimates for the working of the Canterbury Railways, the Council reduced the sum proposed from £30,646 19s. to £27,000. The Superintendent then asked that a sum of £1,500 in addition to the latter amount be voted. He explained that a sufficient time had not elapsed since the Government took charge of the railways to admit of making such reductions and practising such economy as a longer experience of the details of working might enable the management to effect. The expenditure had already been diminished by £1,000 per annum. He deprecated hasty action, and suggested that it was advisable to leave such powers of expenditure in the hands of the Government, as increased traffic or other emergencies might call for. The Council voted the additional £1,500, and replied to the message as follows:—</p>
          <p>“This Council is unwilling that Your Honour should not have at your disposal funds to enable the Government to carry on the administration of the railways with confidence, and, while of the opinion that the expenditure of this branch of the service may be diminished, relies upon the Government to make such reduction as it may find to be consistent with the efficient working of the lines.”</p>
          <p>The question of the rates of pay was raised by Mr. A. C. Knight, who considered the estimates as passed were excessive. After discussion, the Council passed the following resolution:—</p>
          <pb xml:id="n46" n="46"/>
          <p>“The Council is of opinion that labourers employed by the Government should not as a rule be paid higher than those in the employ of private individuals.”</p>
        </div>
        <div xml:id="t1-body-d14-d3" type="section">
          <head>Interesting Proposals.</head>
          <p>The Council was prorogued on 12th December, 1868, and met again on 7th May, 1869. On 13th May, Mr. Knight gave notice of the following motion:—</p>
          <p>“(1) That the railways be let for a term of years, and that tenders be at once invited so that they may be out of the hands of the Government by the end of the financial year; (2) that His Honour the Superintendent be empowered to let the above, with the consent of the Executive, for a term not exceeding five years, and the maximum rates of the tolls to be charged by the lessees be 30 per cent. lower than the schedule to the Railway Tolls and Management Amendment Ordinance, 1868.”</p>
          <p>The first clause was moved accordingly, when an amendment was proposed that public tenders be invited for the purchase of the railways. The debate was adjourned, and, though the item stood on the order paper, the adjourned debate had not been resumed when the Council rose on 5th June. Meantime, on the 18th May, a select committee, of which Mr. J. D. MacPherson was chairman, was appointed to enquire into the management of the Canterbury Railways, with special reference to the traffic arrangements, and the sufficiency of the present buildings and rolling stock.</p>
          <p>In their report, dated 1st June, 1869, this committee stated (in part) that there were too many officials, and that they did not work in harmony, often labouring at cross purposes, and they had too much of the spirit of departmentalism among them; that some of those who had been examined gave evidence of a want of that daily and hourly attention to the exigencies of the traffic, which it required. They also stated that the rolling stock was not properly utilised, trucks being kept standing under load for weeks and the storage charges not being collected. The committee made the following recommendations:—</p>
          <p>“(1) That the railway and all its arrangements be placed in charge of one competent, experienced and responsible person, with full authority to manage everything in and about the whole line, subject only to the authority of the Superintendent; (2) that repairs to the rolling stock should be proceeded with immediately, so that it may be in good order before the next wool and grain season; (3) that before again employing the heavy engines on the South line strict enquiry should be made as to the necessity for doing so, as the evidence before the committee was very contradictory; (4) that, as soon as possible, additional warehouse accommodation be provided in Lyttelton, also that tenders be invited for the lease of reclaimed land in Lyttelton for the purpose of the erection of private warehouses; (5) that an addition be made to the goods shed at Templeton (6) that the practice of sending verbal messages from the stationmasters to headquarters, and vice versa, be discontinued, and that written communications be substituted.”</p>
          <p>In conclusion, the committee expressed the opinion that the Government had not exercised proper supervision over the railway officials nor supplied them with sufficient instructions as to their duties.</p>
          <p>On the discussion of the adoption of the report by the Council an amendment was carried:</p>
          <p>“That the thanks of the Council are due to the Committee on the Management of the Railways for their report, which contains many valuable suggestions, but the Council does not concur in the last clause imputing want of proper supervision on the part of the Government, and that a copy of the report, and of all the evidence taken on the matter, and all documents produced be forwarded to His Honour, the Superintendent.”</p>
        </div>
        <div xml:id="t1-body-d14-d4" type="section">
          <head>Safety of Lyttelton Tunnel.</head>
          <p>On 31st December, 1868, Mr. G. Thornton, who was Acting-Provincial Engineer, was appointed Railway Engineer, in succession to Mr. Dobson, who, in view of
<pb xml:id="n47" n="47"/>
the conditions then existing in Canterbury, had retired from the Provincial Government service and accepted a position in Melbourne.</p>
          <p>In a report, which was laid before the Provincial Council, Mr. Thornton drew attention to what he considered possible risks owing to the condition of certain parts of the Lyttelton tunnel. It was decided that the opinion of Mr. T. Paterson, C.E., of Dunedin, be obtained regarding the stability of the work. Mr. Paterson
<figure xml:id="Gov07_04Rail047a"><graphic url="Gov07_04Rail047a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail047a-g"/><head><hi rend="c">Twenty Years Ago</hi>.<lb/>
(Photo., courtesy R. T. Bailey, Ohakune.)<lb/>
Putting down points and crossings in the railway yard at Ohakune (North Island Main Trunk Line) in 1912. Ganger in charge, Mr. R. T. Bailey (right), now Inspector of Permanent Way, Ohakune Junction.</head></figure>
had come to New Zealand in 1863 as Engineer for Roads and Railways for the Provincial Government of Otago, but after two years in that position had been in practice on his own account.</p>
          <p>His services were much sought after and relied upon. His report, dated 29th June, 1869, regarding the Lyttelton tunnel was accompanied by drawings showing the correct lines of the tunnel. The divergences from the correct centre, at various points, varied from 4½ inches to as much as 13½ inches. Near the middle of the tunnel the rails were laid practically to the correct line, indicating that the centre line during the construction had been correctly defined, and that the deviations were put in to accommodate them to the different parts of the excavation and in order to save further excavation for adjustment. Some portions already built (of walls and arching) did not comply with the true centre, and there was danger from surfaceman moving the rails during repairs. The grade shown in the contract plans was 1 in 287, but for 17 chains (62 ch. to 79 ch.) was 1 in 140 at time of inspection. Drawings showing grades and sectional area were submitted. The sectional area for several chains required enlargement to provide for the proposed load gauge, and the permanent way required overhaul. In places it was laid in a careless and negligent manner, the sleepers being of short length and badly spaced, and the fastenings irregular.</p>
          <p>Mr. Paterson expressed regret that his opinion, when acting on the Railway Commission of the previous year, which
<pb xml:id="n48" n="48"/>
opinion was formed on a cursory and general examination, was not confirmed on a closer inspection. Mr. Dobson then stated that all arching and other works he had ordered or considered necessary, had been executed, and he appeared perfectly satisfied as to the condition and safety of the work. On his then instructions he did not feel called upon to interfere with Mr. Dobson's responsibility as engineer.</p>
          <p>Particulars were given of the further work required, including additional walls and arching, and the taking out of irregularities, at an estimated cost of £4,100.</p>
          <p>The Council also sought the opinion of Dr. Hector, Government Geologist, regarding the safety of the tunnel. Dr. Hector replied that he understood his opinion was required as to whether the nature of the rock through which the tunnel was excavated would, if not more extensively supported than at present,
<figure xml:id="Gov07_04Rail048a"><graphic url="Gov07_04Rail048a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail048a-g"/><head><hi rend="i">“One picture is worth a thousand words.”—Old Chinese Proverb</hi>.<lb/>
Display made at the Dunedin Winter Show, 1932, by the New Zealand Railways Outdoor Advertising Branch.</head></figure>
lead to continual fractures of the sides and roof through the action upon it of the atmosphere, steam, and other agents to which it was subjected. He gave particulars of the rock structures and formation. He stated that his examination of the tunnel was too cursory to enable him to illustrate his remarks by reference to precise localities, but having carefully examined, and analysed chemically, a very extensive series of specimens collected by Dr. Haast while excavation was in progress, he had no difficulty in ascertaining the leading features of the rock formations in respect to the particular object of his enquiry. In conclusion, he stated: “In furnishing these notes I think it my duty to record my opinion, founded on personal observation, that nothing but vigilant and almost continual inspection will warrant the tunnel being kept open for traffic until it is more thoroughly finished.”</p>
        </div>
      </div>
      <pb xml:id="n49" n="49"/>
      <div decls="#text-5-bibl" xml:id="t1-body-d15" type="section">
        <head>
          <title level="a"><name type="work" key="name-409329"><hi rend="i">“The Auld Engineer”</hi><lb/><hi rend="c">Ships' Engines and Engineers</hi></name>.</title>
        </head>
        <byline>
          <hi rend="b">(By <name type="person" key="name-408507">N. <hi rend="c">Blake</hi>
</name>, N.Z.R., Te Kauwhata.)</hi>
        </byline>
        <lg type="verse">
          <l>
            <hi rend="i">“I cannot get my sleep to-night; old</hi>
          </l>
          <l>
            <hi rend="i">bones are hard to please;</hi>
          </l>
          <l>
            <hi rend="i">I'll stand the middle watch up here—</hi>
          </l>
          <l>
            <hi rend="i">alone wi' God and these</hi>
          </l>
          <l>
            <hi rend="i">My engines … ‥”</hi>
          </l>
        </lg>
        <div xml:id="t1-body-d15-d1" type="section">
          <p>
            <hi rend="i">(Kipling, in McAndrew hymn, the story of the “Auld Fleet Engineer.”)</hi>
          </p>
          <p><hi rend="sc">To</hi> see a huge mail liner arrive from overseas, first seen nearly broadside-on some distance out in the Rangitoto Channel; then swinging round impressively into the wider channel leading up to the Auckland wharves, and bear down on you head-on, her rails lined with gaily-dressed passengers, her masts sporting two or three little varied-coloured signal flags and white upper decks and red funnels glistening in the sun's rays, is truly a wonderful sight. And yet, although to thousands of people, the ubiquitous officers and the vessel's outward show of life and colour are a familiar enough sight, only a very few possess even a passing acquaintance with the ship's engine room, with its oily, perspiring greasers, and officers dressed in blue grease-covered overalls.</p>
          <p>Together with the railways, New Zealand depends almost entirely on the frequent service of steamships and motor vessels for her well-being and prosperity. Sailing ships may have sufficed in the earlier days; they would not, or could not, suffice for the needs of the present huge outward trade of butter, frozen meat, wool and fruit, and other perishable goods. When a slag boat arrives from Antwerp it is the railway that is called upon to distribute the huge quantities of basic slag to its various and widely spread consignees; similarly, when a steamer puts into Auckland, Wellington, Lyttelton or Dunedin to load produce, it is almost entirely the railways, aided by a few coastal steamers from the outlying ports not yet served by rail, which are called upon to transport the bulk of the produce from inland points to the sea board to fill the capacious holds of the vessels. As the locomotive and engine driver are still the most important combination in our system of land transport, so are the engines and their attendant officers the most important combination in our lines of ocean transport. Without the railway to feed her ports and the great ocean vessels which call and take away her produce, New Zealand would indeed be a bankrupt and poverty-stricken country.</p>
        </div>
        <div xml:id="t1-body-d15-d2" type="section">
          <head>Railways and Ships.</head>
          <p>Seeing how closely allied is the railway and the marine engineer in their services to the prosperity of the Dominion, perhaps a few brief sidelights on the little known work of the latter will be of interest to readers of our Magazine. Both have one thing in common—they render an indispensable service to New Zealand. John Bright's famous saying, “Railways have rendered more service and received less gratitude than any other institution in the country,” applies with equal force to the engineering branch of the mercantile marine.</p>
          <p>The following impressions were gained on a recent brief visit to the engine room of a typical motor ship, the “Hauraki.”
<pb xml:id="n50" n="50"/>
Motor ships and steamers represent on water the competition between the internal combustion and the steam engine which has become one of the greatest problems of land transport of to-day.</p>
          <p>There are several kinds of Diesel engines employed for marine work. The “Aorangi,” for example, has double acting two-stroke engines, while the “Hauraki” has four-stroke single acting engines. There are also other types of Diesel
<figure xml:id="Gov07_04Rail050a"><graphic url="Gov07_04Rail050a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail050a-g"/><head><hi rend="i">“And let our barks across the pathless flood Hold different courses.”—Scott</hi>.<lb/>
(Photo, W.W.Stewart.)<lb/>
A section of Wellington's busy waterfront.</head></figure>
engines employed on other ships—some of more modern design than those employed on the “Hauraki.”</p>
          <p>The chief difference of the Diesel engine from other oil engines is that the oil is fed (from an atomizer without previous vaporizing) direct into the cylinders in the form of a spray, and without any form of ignition device as used in ordinary internal combustion engines. The system of cams and tappets in design is not unlike those used on an ordinary motor car engine. In the “Hauraki,” air enters the cylinder only on the charging stroke, being highly compressed on the return stroke. At this stage oil is introduced into the cylinder, and owing to the high temperature of the compressed air, immediately ignites. The explosion then propels the piston downwards as in an ordinary motor car engine. The “Hauraki,” having twin screws, has twin engines. Each has eight cylinders, these being all of 24 inches diameter, and having three valves (instead of two as on a motor car engine); one to admit air, one to admit the charge, and the other is the exhaust aperture. The writer was exceptionally fortunate on the occasion of his visit, as the vessel received orders to shift her original berth to another further down the harbour. This necessitated the vessel doing considerable manoeuvring under her own power out in the stream; and allowed one to get a fine inspection of the whole sequence of operations in the starting, stopping, and reversing of these wonderful engines.</p>
        </div>
        <div xml:id="t1-body-d15-d3" type="section">
          <head>A Den of Noise.</head>
          <p>Down amongst that gloomy, greasy conglomeration of complicated machinery, with the smell of burnt oil and the acrid fumes generated by the explosions in the cylinders,
<pb xml:id="n51" n="51"/>
one began unconsciously to express wonder that man, with his ten fragile fingers and puny brain could design, build and control with ease such apparently unwieldy machines.</p>
          <p>Compressed air is used to start the engines and the sudden “bang! bang!” as this escaped from the cylinders resembled a barrage of 12 inch guns at close quarters.</p>
          <p>As reversing by any form of gear box would not be a practical proposition, a highly ingenious and clever arrangement is used to reverse the engines when the order to go astern is rung down from the bridge above.</p>
          <p>To reverse, the cam-shaft falls away about a foot from its normal position. By means of compressed air, it is shifted along several inches, and then raised again; this time a separate and differently timed set of cams comes into use. When re-started, the engines commence to revolve in the opposite direction. One very small control lever sets in motion the whole sequence of operations.</p>
        </div>
        <div xml:id="t1-body-d15-d4" type="section">
          <head>Full Speed Astern.</head>
          <p>At one time it appeared that full speed
<figure xml:id="Gov07_04Rail051a"><graphic url="Gov07_04Rail051a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail051a-g"/><head><hi rend="i">“A brave vessel …. dashed all to pieces.”—Shakespeare</hi>.<lb/>
(Photo., courtesy J. R. Leitch, Greymouth.)<lb/>
The steamer “Kaponga” (Union Steamship Company) wrecked on the Grey River Bar (27th May, 1932), South Island, New Zealand.</head></figure>
astern had been ordered from the bridge. First the massive rods of the reversing gear engaged with huge cams controlling the tappet valves. Then, with a loud hissing sound, the engines commenced to move; slowly, at first, then faster and still faster until flying sparks escaped past the piston rings, the fumes from the crude oil and the heat and noise being most pronounced.</p>
          <p>Further exploration, down big iron ladders brings the visitor to the floor of the engine room, where several men, clad simply in dungarees, shoes and greasers' caps, stood on the control platform and kept watchful eyes on clusters of gauges, sight feeds, drip feeds, lubricating dials, taps, wheels, valves, and levers all clustered like grapes growing on a vine. The way this little band of men worked in perfect harmony filled one with admiration. Each man did his particular duty scarcely speaking a word to the others, while the engineer-in-charge stood close by and kept an ever watchful eye on the whole complicated mass of intricate machinery.</p>
        </div>
      </div>
      <pb xml:id="n52" n="52"/>
      <div xml:id="t1-body-d16" type="section">
        <head>
          <hi rend="i">The Railway Problem</hi>
        </head>
        <p>
          <hi rend="b">Comment by the “London Times.”</hi>
        </p>
        <p>
          <figure xml:id="Gov07_04Rail052a">
            <graphic url="Gov07_04Rail052a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail052a-g"/>
            <head><hi rend="i">Particulars of local train services at Auckland, prepared on the suggestion of Mr. T. Martin, of the railway staff, and exhibited on a busy thoroughfare at Onehunga</hi>.</head>
          </figure>
        </p>
        <p>The problem of rail and road transport has not yet been satisfactorily solved. The advent of the motor has unquestionably added considerably to the worries of the railway managers in all parts of the world. The London Times, commenting on the position in Britain, says:—The chief cause of the alarming decline in railway revenue has been the unfortunate combination of world-wide trade depression and the steadily increasing competition of the roads. Of these two factors the first, considered in itself, is undoubtedly the more important. But the combination of acute road competition with an industrial depression of unparalleled severity has placed them in a very serious situation. One of the main reasons why the railways have found it so difficult to meet the competition of the road hauler lies in the fact that they are compelled to carry all traffic that is offered them, and to do so are obliged to maintain a very elaborate and expensive permanent way; whereas their rivals are free to pick and choose the more remunerative kind of traffic and to leave the rest to be carried by the railways. There has thus resulted a very uneconomical form of competition which, if unchecked, must destroy the whole freight-rate structure of the railways. If the railways are deprived of their more remunerative traffic their only method of covering their expenses will be to charge higher rates on their remaining traffic, which would be specially injurious to the basic industries. Viewed in this light the competition between the two branches appears irrational and destructive. The apparent cheapness of long-distance road haulage is entirely conditioned by the fact that the railways must continue to carry the bulk of the heavy traffic. The road, in spite of the changed conditions is essentially auxiliary to the railways. Co-ordination, not competition, is the right national policy. The present chaotic situation has arisen mainly because neither the Government nor the local authorities distinguished clearly enough between the proper functions of both forms of transportation. Once it is admitted that the railways are a national necessity, and that the more fully they are employed the cheaper their operating costs, it becomes almost self-evident that to permit traffic to be diverted from them at haphazard is a mistaken policy. Moreover, all the evidence seems to indicate that taken as a whole the railway is still the quickest and cheapest way of transporting merchandise over long distances. The proper function of road transport is what it has always been—local distribution and collection, though the area to which the term “local” can be applied has been enlarged by the petrol engine. For the shorter distances, owing to the convenience of door-to-door service, the road has displaced the railway probably for ever; but for long distances the railway is in every respect the preferable transport. What the country needs is not cheap road transport for selected commodities at competitive rates subsidised at the expense of the ratepayers and taxpayers, but a properly co-ordinated system of transportation which will afford the cheapest and most convenient facilities for the community as a whole.</p>
      </div>
      <pb xml:id="n53" n="53"/>
      <div xml:id="t1-body-d17" type="section">
        <head><hi rend="i">The Canadian National Railways</hi><lb/><hi rend="c">Largest Railway System In The Empire</hi>.</head>
        <div xml:id="t1-body-d17-d1" type="section">
          <p>
            <figure xml:id="Gov07_04Rail053a">
              <graphic url="Gov07_04Rail053a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail053a-g"/>
              <head>(C.P.R. photo.)<lb/>
<hi rend="i">“The International Limited,” Canadian National Railways</hi>.</head>
            </figure>
          </p>
          <p><hi rend="i">In view of the recent announcement of the resignation of Sir Henry Thornton, K.B.E., from the position of President of the Canadian National Railways, the following account of the great railway system which he was largely instrumental in developing, will be of interest to our readers</hi>.</p>
          <p><hi rend="sc">The</hi> Canadian National Railways is, first and foremost, a great enterprise in partnership. The spirit of cooperation gives life and character to what might be called the body of the railroad, the thousands of miles of steel, the thousands of locomotives and cars, the hotels, the telegraph lines, the steamships, which comprise the National System.</p>
          <p>The Canadian National System came into being at the end of 1922. The materials of which it was created were many and diverse, chief among them the Grand Trunk, the Canadian Northern, the Grand Trunk Pacific, the National Trans-continental and the Intercolonial. They all did their part in opening up Canada in the days of the pioneers, but they made mistakes, they crumbled, and it was a step in the public interest that the Government of Canada took, in amalgamating them and creating out of the chaos the Canadian National System.</p>
          <p>The stress of the early days of the war compelled the Federal Government to take over those lines which formed a part of the Canadian National Railways. In October, 1922, the Grand Trunk and Canadian National Railways were united and co-ordinated under its own Board of Management. The appointment of Sir Henry W. Thornton, K.B.E., and the new Board of Directors completed the amalgamation.</p>
        </div>
        <div xml:id="t1-body-d17-d2" type="section">
          <head>The Operating Divisions.</head>
          <p>For the purpose of facilitating the operation of this immense system of railways, Sir Henry Thornton divided it into three operating divisions, known as the Atlantic Region, with headquarters at Moncton, N.B.; the Central Region, with headquarters at Toronto, Ontario; and the Western Region, with its control centres in Winnipeg. The Grand Trunk Western-Canadian National Railways—that portion of the system operating in
<pb xml:id="n54" n="54"/>
the United States between the Ontario border and Chicago, comes under the control of the Grand Trunk Western Region, administered locally from Detroit, Michigan. The general headquarters of the system is in Montreal.</p>
        </div>
        <div xml:id="t1-body-d17-d3" type="section">
          <head>Sir Henry Thornton's Work.</head>
          <p>Sir Henry Thornton is a man of dynamic energy and outstanding personality, and during his generalship he has imbued the men associated with him with both of these characteristics. The faith that he has in the success of the Canadian National Railways is unbounded, and the confidence that every employee has in the Canadian National and Canada as a country—and the two are one—is what is leading the largest railway system on the North American continent on to achievement.</p>
          <p>Sir Henry Thornton is not only a great leader of men; he is one of the outstanding figures of the railway. He arrived in Canada in November, 1922, to enter upon his official duties as Chairman of the Board of Directors and President of the Canadian National Railways. An enviable reputation as a railwayman preceded him. He was recognised as a big man who did things in a big way. He forged his way to the top of his profession through work, ability, personality and foresight.</p>
        </div>
        <div xml:id="t1-body-d17-d4" type="section">
          <head>Far-flung System.</head>
          <p>The cold figure 23,000 miles means that the Canadian National Railways form the largest, although the youngest, railway in North America. The true significance of the figure is that the railway serves Canada from Halifax and Sydney on the extreme east of the Dominion, to Vancouver and Prince Rupert on the extreme west; that it passes through seven of the United States; that it pushes as far north as Churchill on Hudson Bay, and to this might be added the fact that its steamships link Vancouver and the ports of Alaska, and connect the eastern ports of Montreal, Halifax and Saint John, with Bermuda, the West Indies and South America. There is no phase of Canada's material development that is not the concern of the National Railway. It transports the products of the Dominion from country to city, from city to city, and to the seaports for shipment to all parts of the world. In the first place, it serves agriculture. It covers the old settled areas of Ontario and the multitudinous acres of the prairies like a network. It carries millions of bushels of grain out of the prairie provinces every year; it transports cattle from Alberta, fruits from Ontario, butter, eggs, poultry and vegetables from the eastern provinces. It serves the farmer by carrying his produce away from him and by bringing to him from the manufacturing centres the things he needs. With its steel it has followed the pioneer farmer into the new, unbroken country; many times it has gone ahead of the pioneer and opened the way for agriculture.</p>
        </div>
        <div xml:id="t1-body-d17-d5" type="section">
          <head>Travel Amenities.</head>
          <p>So much for commerce and industry. There is another industry, however, which becomes more valuable to Canada as the years pass. Each year many millions of tourists visit the Dominion. The part the National Railways play in this highly remunerative business is large. Its lines, for example, lead into Jasper National Park in the Rockies; Wainwright, where the largest herd of bison in the world is found; Prince Albert National Park, in Northern Saskatchewan; Algonquin, in Ontario; to the Pacific Coast by two routes; the one northward, through the Skeena River country, to Prince Rupert; and the other, along the Fraser to Vancouver. It taps the North, not only for its minerals, timber, pulpwood and power and its potential grainfields, but also for its lakes and streams and its woods, for the pleasures it gives the hunter and the fisherman. As part of the service the Canadian National gives the traveller, whether for business or pleasure, fifteen hotels and summer “lodges” are operated by the railway. Two of the most outstanding of these are the Chateau Laurier, at Ottawa, and Jasper Park Lodge, in the Rockies. Visitors from all parts of the world are guests each summer at Jasper Park Lodge, which, although it is equipped as a truly modern hotel and has one of the finest golf courses on the continent, is built in a series of bungalows of native logs and stone, in keeping with the beauty of the surrounding mountains. The
<pb xml:id="n55" n="55"/>
Canadian National line crosses the Rocky Mountains at the lowest altitude, yet in view of the most splendid mountain scenery, notably Mount Robson, the loftiest of the peaks.</p>
          <p>As a matter of statistics, the British Empire has few larger or more powerful locomotives to show than the “Northern” type, built in Canada for the National System. Designed for use in fast passenger and freight service, it can handle a train of twelve steel cars at a speed, when it is demanded, of eighty miles per hour. With its tender, the Northern weighs 329 tons. It is capable of developing more than 3,200 horse power. To further facilitate the speed of the International Limited, the crack Canadian National train, which runs between Montreal and Chicago, the Hudson locomotive, No. 5700, has come into being. With its eighty-inch driving wheels, the largest ever cast in Canada, 5700 has no difficulty in making more than eighty miles an hour. Trimness of appearance, as well as power and speed, has been considered in its design, and it possesses many features new in the steam locomotive history of Canada. The International Limited, famous all-steel train operating from Montreal to Chicago, and the Inter-City, are the fastest trains in the world traversing a like distance, making the run between Montreal and Toronto, 334 miles in 360 minutes, including stops.</p>
          <p>
            <figure xml:id="Gov07_04Rail055a">
              <graphic url="Gov07_04Rail055a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail055a-g"/>
              <head><hi rend="c">A Giant Locomotive</hi>.<lb/>
(C.P.R. photo.)<lb/>
One of the powerful locomotives, “4100 type.” in service on the Canadian National Railways.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d17-d6" type="section">
          <head>Employee Welfare.</head>
          <p>The employees of the Canadian National System, the partners in this widespread enterprise, have their Recreation League, their organised sports and First Aid competitions—three First Aid instruction cars were put into operation for the benefit of the men far removed from the centres of industry—and their monthly magazine. Through a co-operative scheme in effect in the shops, maintenance of way and bridge and building departments, the System has given its employees a voice in the management. Several thousand suggestions for betterment of methods and conditions, and for continuity of employment have been made by the men, and one year taken for example shews 72 per cent. put into effect, with 15 per cent. under consideration. As a result of such partnership, all the men devote the best of their brains to help the management do better than it did before. The outcome is a high morale impregnating the railway organisation, and a sense of pride and loyalty which makes every man, from the humblest worker to the officer with the greatest responsibility, anxious for the well-being and progress of his railway.</p>
          <pb xml:id="n56" n="56"/>
          <p>
            <figure xml:id="Gov07_04Rail056a">
              <graphic url="Gov07_04Rail056a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail056a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n57" n="57"/>
      <div decls="#text-6-bibl" xml:id="t1-body-d18" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-409330">
              <hi rend="i">Our Women's Section</hi>
            </name>
          </title>
        </head>
        <byline><hi rend="i">Conducted by <name type="person" key="name-408211">Sheila G. Marshall</name>
</hi>.</byline>
        <div xml:id="t1-body-d18-d1" type="section">
          <head><hi rend="c">Made In Heaven</hi>.</head>
          <p><hi rend="sc">They</hi> say marriages are! Such a discussion I heard the other day, and so eloquent were the speakers and so obviously sincere that it seemed to me necessary to talk about the matter, quietly and sensibly. The theories advocated ranged swiftly and with breathtaking rapidity from a woman's duty to her husband to companionate marriages, free love, and so on. Some rather interesting opinions I gathered—anyhow, it is a subject always of interest and eternally presenting new problems.</p>
          <p>This is nothing extraordinary, surely! Yet some presumably normal, intelligent and very self-satisfied men are conservative to the point of incredulity on the matter of marriage. For them, the “old order” must not change, nor shall it give place to “new!” Altogether upsetting, awkward, and not quite respectable. We smile at this childish desire to remain secure, to stay in the cradle. There is no need here to enter into a discussion on modern marriages—although it offers thousands of original and stimulating problems—sufficient is it to say that tremendous changes are taking place—inevitable result of woman's altered status; harvest of those seeds of independence sown so thoroughly in the nineteenth century. The twentieth century wife is someone to be considered; no longer the sweet faithful echo of a patronising, indulgent and omnipotent husband—a tremendous shadowing dominant figure in her life—demanding imperiously her love and her service. “Really, my dear, you know so little about the world how can you be the proper person to judge?” or “Dearest, I wish it!” Blindly, devotedly, she obeyed, she brought up his children, she admired his capabilities, laughed at his jokes, quoted his sentiments to her friends, flattered his vanity by listening so silently to his definite opinions and beliefs. And if by chance he should die before her, be left desolate, frail and dependent, a little shadow of a woman, robbed entirely through many years of happy marriage of her personality, her initiative—her very self sacrificed upon the altar of Hymen.</p>
          <p>The modern woman is an independent, self-reliant, thinking individual. Often with ideas quite different from those of her husband—and why not? We do not agree with the poet that—</p>
          <lg type="verse">
            <l>“Woman is the weaker vessel,</l>
            <l>All thy thoughts compared with mine</l>
            <l>Are as moonlight unto sunlight,</l>
            <l>Or as water unto wine.”</l>
          </lg>
          <pb xml:id="n58" n="58"/>
          <p>An arrogant and colossal assumption, most modern men would admit. The wife of to-day is entitled to be herself, to think for herself, and develop her own personality. She is a companion and a helper, can advise and act, can offer more to her children from her greater experience—from her knowledge of life in all its fulness, not a minute, narrow corner of it.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d18-d2" type="section">
          <head><hi rend="c">This Month's Beauty Note</hi>.</head>
          <div xml:id="t1-body-d18-d2-d1" type="section">
            <p>Frosts and southerlies are unkind to a delicate skin, even more so than the fierce heat of summer. Sun and salt and scorching winds require serious consideration, but here is such a simple and inexpensive winter safeguard. No more roughness and redness, no unsightly “skinning,” and a nose that refuses to be powdered. How can anyone look even slightly attractive, feel at all confident and “dashing” when one's complexion is not “at its best.”</p>
            <p>Buy 11b. of plain oatmeal, put a desert-spoonful in a muslin bag, tie with string, and squeeze into the water every time you wash. Use no soap, but just the thick paste coming from the oatmeal rubbed on your hands and face. You will find that the skin quickly becomes soft and smooth. Change the oatmeal every third day—you will notice at once when this is necessary.</p>
          </div>
          <div xml:id="t1-body-d18-d2-d2" type="section">
            <head>Beauty Rules.</head>
            <p>Follow these “Commandments” and you will be “a joy for ever.”</p>
            <p>1. Drink water—hot in the winter—especially first thing in the morning and last thing at night.</p>
            <p>2. Eat plenty of fruit and vegetables—whether you like them or not!</p>
            <p>3. Never eat between meals! Oh, stern and harsh rule, requiring Spartan strength, but necessary.</p>
            <p>4. Sleep, sleep, one long night in three.</p>
            <p>5. Massage your face regularly with a little cream—circular outward movement.</p>
            <p>6. Don't worry unnecessarily; be calm.</p>
            <p>7. Don't powder frequently throughout the day without first thoroughly removing one layer; otherwise your face becomes “caked” and your skin dies from suffocation.</p>
            <p>8. Take as much exercise as possible—sunshine and fresh air. The office girl should make a point of walking part of the way every morning, however lazy she may feel. Circulation is stimulated for the day. Let your week-ends be quite different from the other days—tramp, or golf, or drive, but be outside, and with different people.</p>
            <p>9. Dress is not as important as you think; but study cut and colour. Above all, don't over dress. “Consider the lilies.”</p>
            <p>10. Never be bored; don't let yourself sink into a rut where life has lost its thrill; throw away worn-out ideas,</p>
            <p>“Laugh and be merry,</p>
            <p>Better the world with a song.”</p>
            <p>
              <figure xml:id="Gov07_04Rail058a">
                <graphic url="Gov07_04Rail058a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail058a-g"/>
              </figure>
            </p>
          </div>
        </div>
        <pb xml:id="n59" n="59"/>
        <div xml:id="t1-body-d18-d3" type="section">
          <head>
            <title level="a">
              <name type="work" key="name-409331">
                <hi rend="i">From the Train</hi>
              </name>
            </title>
          </head>
          <lg type="verse">
            <l>Mist,</l>
            <l>Nothing above or beyond;</l>
            <l>And the safe, secure heart-beat</l>
            <l>Of a train</l>
            <l>Rushing madly from the darkness</l>
            <l>Into day.</l>
            <l>Mighty symbol of creation,</l>
            <l>While the sheep stare sleepily;</l>
            <l>A shiver, and an echo,</l>
            <l>It is gone—</l>
            <l>And the mists surge softly back.</l>
            <l>Plains,</l>
            <l>Vast and endless,</l>
            <l>Almost smiling satisfaction</l>
            <l>At their soft and comely richness;</l>
            <l>And far away, just half suggested,</l>
            <l>Are the hills, a long, low line,</l>
            <l>To which we twist.</l>
            <l>Agile serpent, twisting, slipping</l>
            <l>Through the grasses,</l>
            <l>From the shadows</l>
            <l>To the fierce delight</l>
            <l>Of day.</l>
          </lg>
          <div xml:id="t1-body-d18-d3-d1" type="section">
            <p>
              <figure xml:id="Gov07_04Rail059a">
                <graphic url="Gov07_04Rail059a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail059a-g"/>
              </figure>
              <figure xml:id="Gov07_04Rail059b">
                <graphic url="Gov07_04Rail059b.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail059b-g"/>
              </figure>
            </p>
            <lg type="verse">
              <l>Houses,</l>
              <l>Blank like faces</l>
              <l>Staring; windows ever gazing.</l>
              <l>Secret, sullen, speechless</l>
              <l>Buildings, homes of men;</l>
              <l>And very near the quick pulsation</l>
              <l>Of a city.</l>
              <l>Station lights entrancing,</l>
              <l>Red and green and vivid yellow,</l>
              <l>And we stop, with faint reluctance,</l>
              <l>As a horse does;</l>
              <l>After journeying</l>
              <l>Through the night.</l>
              <byline>—<name type="person">S.G.M</name>.</byline>
            </lg>
            <p>July 16th, 1932.</p>
          </div>
          <div xml:id="t1-body-d18-d3-d2" type="section">
            <head><hi rend="c">Sydal Hand Emollient</hi>.</head>
            <p>Women who do their own housework should not be without a jar of Sydal Hand Emollient in the home. This soft, fragrant cream, gently eliminates all dirt and grime from the hands, keeping them soft and supple. Used regularly it preserves the beauty of the hands and prevents those tell-tale signs of housework. 1/-, 2/-, and 7/6.</p>
            <pb xml:id="n60"/>
            <p>
              <figure xml:id="Gov07_04RailP003a">
                <graphic url="Gov07_04RailP003a.jpg" mimeType="image/jpeg" xml:id="Gov07_04RailP003a-g"/>
                <head><hi rend="i">“Silently, like thoughts that come and go, the snowflakes fall, each one a gem.”—W. H. Gibson</hi>.<lb/>
(Photo. by courtesy of Christchurch <hi rend="i">Press</hi>.)<lb/>
A train from Christchurch passing through the snow covered countryside near Craigieburn on the Midland Line, South Island, New Zealand.</head>
              </figure>
            </p>
          </div>
        </div>
      </div>
      <pb xml:id="n61" n="61"/>
      <div decls="#text-7-bibl" xml:id="t1-body-d19" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-409332">
              <hi rend="c">Skinny and The Sport of Kings</hi>
            </name>
          </title>
        </head>
        <byline>
          <hi rend="b">(Perpetrated and Illustrated by <name type="person" key="name-408002"><hi rend="c">Ken Alexander</hi></name>.)</hi>
        </byline>
        <div xml:id="t1-body-d19-d1" type="section">
          <head>The Unimportance of being Skinny.</head>
          <p><hi rend="sc">Skinny</hi> has turned up again. He is one of those people who are either turning up or being turned down. Skinny provides little psychological solace through the naked eye, and he seems to exist in defiance of all evidence to the contrary; but his heart beats Romance like a tom-tom in a sound-proof cell. Skinny is happy to be Skinny in spite of the unimportance of being Skinny. Often the mediocre are made great by whisky, the timid made courageous by fear, the weak made strong by necessity, and the vacillating made firm by desperation; but Skinny recognises that he was merely made Skinny.</p>
          <p>As a baby his nurse considered him a blemish on the fair face of the child-welfare movement, his mother nurtured him with misgivings, and his father blamed him on to his mother's people. At school, the part of him which answered the roll was subsersive of the part which sponsored the whole. While the principle imports, exports and disports of Anglomania were being subjected to cross-examination, Skinny's inward and invisible sighs were for the far white north, the far whiter south, the homicidal west, or east of east where the breakers pound the coral reef.</p>
          <p>Since he left school, with nothing to his credit except what he had failed to learn, he has been searching for the elusive elements of which rainbow's feet are made.</p>
          <p>Outwardly, Skinny is one of those people whom you would sue without evidence, arrest without attention, ignore without effort, and pass in passing. And yet his pursuit of Lady Lightfoot, the daughter of Illusion, has served to keep his head in the skies and his feet on the ground. Skinny could extract music from the scales of a fish, and beauty from a bag of “bull's eyes.” He has been all things to all men, but only one to himself. One of the many walks of life he has invaded was a run—a non-stop run in the Shepherd's Plate at the Roa Races (unregistered). Skinny was the jockey who rode Gentle Annie to victory, and then some.</p>
        </div>
        <div xml:id="t1-body-d19-d2" type="section">
          <head>Survival and Arrival.</head>
          <p>This is the tale as propounded. It happened in the horse-days, before the horse-power daze. Skinny connected with Roa by coach, via mud, impecuniosity, and the urge to lap up the spirit of life “before Life's liquor in its cup be dry.”</p>
          <p>Roa and environs were mostly environs, virile, vertical and untamed. When Skinny fell off the coach through his inability to identify one leg from the other, both being frozen south of the ham-strings, Roa was raving with the preparatory delirium of its annual race meeting. Skinny dropped in providentially, like a thistledown cast among cannon balls. In Roa, the light-weights tipped the bar at thirteen
<pb xml:id="n62" n="62"/>
<figure xml:id="Gov07_04Rail062a"><graphic url="Gov07_04Rail062a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail062a-g"/><head>“He-he-men who laugh at the boy with a bulge.”</head></figure>
stone, the featherweights weighed in at eleven stone, whereas Skinny, at nine stone, was a disgusting example of forced feeding. At eight stone he personified the ideal state of muscle-bound moribundity pictured in the press by he-he-men who toss the scornful laugh at the boy who bulges. While Skinny essayed to sort himself up, a large chip of the old back-blocks, lavishly encrusted with barberous growth, ran a speculative eye over his geography. There was doubt in the large one's glance, yet hope.</p>
          <p>“You looking for a job?” he rumbled. Skinny supported the supposition. “Do you ride?” asked the pioneering person, in the tone of one who says “of course you don't play golf.” “I do,” answered Skinny, like one taking the oath of submission at the altar. If “riding” is merely a matter of survival and arrival, Skinny could ride. He had “picked up” riding as one “picks up” influenza and statistics.</p>
          <p>The large exhibit explained. It appeared that he owned a horse, name of Gentle Annie, which he had entered for the Shepherd's Plate. She was a good horse, but she hated weight like a dishonest grocer. Weight did not appear to be one of Skinny's secret vices. He was engaged to exhort Gentle Annie to victory.</p>
        </div>
        <div xml:id="t1-body-d19-d3" type="section">
          <head>Enter Gentle Annie.</head>
          <p>Next morning Skinny had a private view of Gentle Annie in her natural haunts. At first it was difficult to say what constituted Gentle Annie and what constituted the haunts, for she was enjoying the bracing air by zooming round the pad-dock like a shell-shocked crayfish. It transpired eventually that she was a flaming chestnut, who looked as if she had been dipped in ox-blood. She had a white eye, and nostrils which palpitated like a pair of demented sea anemonies.</p>
          <p>“We don't ride her much,” explained the boss.</p>
          <p>“I don't blame us,” said Skinny.</p>
          <p>“If she don't win the Plate, I'm a mug,” volunteered the boss.</p>
          <p>“Me, too,” said Skinny.</p>
          <p>He might have said “Sez you,” but it hadn't been vocabulated at that time.</p>
          <p>“Well, give her a go and see how you get on together,” said the boss.</p>
          <p>“Oh, I'm sure we'll get on like a horse on fire,” said Skinny.</p>
          <p>Catching Gentle Annie was like lassoing a barrel of blanc mange without the barrel; but eventually it was accomplished, and Gentle Annie submitted quietly to the saddle but contemplated Skinny with an evil eye. When he mounted she appeared to rock with demoniac laughter. After turning her head to make sure that he was really on, she sprang ten feet sideways and ten forward. Then she stole another look to see if he were still among those present, slipped into “top” and proceeded to jerk junks out of the atmosphere. Skinny's synthetic grinders rattled like castinets at a Spanish casserole, five buttons left his trousers unanimously, and his spine played rag-time on the ceiling of his hat-
<figure xml:id="Gov07_04Rail062b"><graphic url="Gov07_04Rail062b.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail062b-g"/><head>“Riding is a matter of arrival and survival.”</head></figure>
<pb xml:id="n63" n="63"/>
holder. But by perseverance and ignorance he remained more or less in touch with hindquarters. When Gentle Annie finally folded up her legs and came to earth Skinny was still on top.</p>
        </div>
        <div xml:id="t1-body-d19-d4" type="section">
          <head>Grit, Sand and the Turf.</head>
          <p>Roa's racecourse was a nine-mile beach, and every mile was as smooth as the sales talk of a Grecian oil merchant. Everything transportable attended the races, including ten barrels of necessary enthusiasm, wives and sweethearts. The Shepherd's Plate was about to be run. Skinny was mounted. He patted Gentle Annie in a last attempt to heal the breach. She tried to bite his leg. The gun went off. One horse fell over and the remaining nine took off for the south. They bunched for a furlong, and then Gentle Annie drew ahead. Skinny's impression was that he was being hurled through a sand storm on a three-legged camel with delirium trimmings. He was too busy trying to keep abreast of events to see the scenery passing in leaps and bounds, or to hear the shouts emanating from the sandhills. Not his to reason why, but his to do or die—or both. After several years of sustained effort the galloping ball of sand and horse-flesh reached the judge, with Gentle Annie leading by a length. Unfortunately the judge had armed himself with a large red flag with which to signal when the race was run and won. As Gentle Annie pounded past she glimpsed the emblem of revolt from the corner of her wild white eye, and emitting a scream like an engine whistle with laryngitis, she turned her back on the sea and made for the beyond, beyond the beyond. Skinny's knees were so stiff from cramp that he could not have fallen off even had he so desired.</p>
          <p>
            <figure xml:id="Gov07_04Rail063a">
              <graphic url="Gov07_04Rail063a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail063a-g"/>
              <head>Travelling First-class-single on the railway</head>
            </figure>
          </p>
          <p>Skinny, like John Gilpin gallopin', threatened and cajoled, but Gentle Annie was as immune from the contagion of speech as a deaf mute at an auction sale. A lone cow-herd threw a bucket at them as they zoomed through his yard. Dogs chased them. Men cursed them; but no one stopped them. They missed disaster by a whisker a hundred times. Water hazards, bunkers, broken ground; they were as nothing to Gentle Annie; but she holed out at the hundredth-and-ninth. Skinny remembers little of the final fracture of their long association. He had a fair recollection of going up, and was sure that Gentle Annie wasn't with him at the moment. He remained poised like a “blimp” quiescent in a field of azure, for sufficiently long to admire the wonders of Nature; the descent was swifter, and terminated in a night attack accompanied by Verey lights, a barrage of gasometers, and a mine explosion. Then a very old gentleman, wearing white whiskers and a bunch of keys, demanded his gateticket. While he was searching for it, three other gentlemen with black whiskers, telling each other to handle him easy, lifted him into a cart.</p>
          <p>This terminated Skinny's connection with the turf and the sport of kings.</p>
          <p>But it's impossible to cure Skinny. His latest ambition is to get a job on the Railways as a shunter, his contention being that the iron horse is the only sort of horse on which you can ride in front and look where you're going, while you go where you're looking.</p>
        </div>
      </div>
      <pb xml:id="n64" n="64"/>
      <div xml:id="t1-body-d20" type="section">
        <head>
          <hi rend="c">Wit And Humour</hi>
        </head>
        <div xml:id="t1-body-d20-d1" type="section">
          <head>A Tragic Misunderstanding!</head>
          <p>An old lady visiting the pantomime had the misfortune to forget her spectacles.</p>
          <p>A kindly man seated next to her noticed her plight, and handing her his binoculars remarked: “Will you share my glasses?”</p>
          <p>The old lady took them, hid them furtively beneath a handkerchief in her lap. Later, she surreptitiously raised the binoculars to her lips.</p>
          <p>“What a cruel trick to play on an old woman,” she said. “There isn't a drop left in either of them!”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d2" type="section">
          <head>The Parrot.</head>
          <p>Jack Tar had just arrived at the old home cottage after voyaging about for a number of years. “Well, mother,” he said heartily, “how did you like the parrot I sent you?”</p>
          <p>“Well,” said his old mother dubiously, “it was nice and plump, Jack, but, my! it weren't 'arf tough.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d3" type="section">
          <head>Life's Inequalities.</head>
          <p>He was a good-natured Irishman, and was one of a number of men employed in erecting a new building. The owner of the building said to him one day:—</p>
          <p>“Pat, didn't you tell me that a brother of yours is a lawyer?”</p>
          <p>“Yis, sor,” replied Pat.</p>
          <p>“And you a hod carrier! The good things of life are not equally divided, are they?”</p>
          <p>“No, sor,” said Pat. “Poor fellow! My brother couldn't do this to save his loife!”</p>
        </div>
        <div xml:id="t1-body-d20-d4" type="section">
          <head>Originality Triumphant.</head>
          <p>Mistress: “This pie is absolutely burnt to a cinder, Jane; didn't you make it according to the instructions in the cookery book?”</p>
          <p>Jane: “No, mum, it's me own cremation.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d5" type="section">
          <head>The Independent!</head>
          <p>As Mrs. Snobb had expressed a wish to see Parliament, the local member obtained a seat for her.</p>
          <p>“I've got a seat for you in the gallery, Mrs. Snobb,” he told her.</p>
          <p>She sniffed. “Indeed, if I can't get a seat in the stalls or dress circle I'd rather not go. Thanks, all the same.”</p>
        </div>
        <div xml:id="t1-body-d20-d6" type="section">
          <head>Pat's Retort.</head>
          <p>Pat was a true son of Erin, always happy and ready for a joke. One day a farmer in passing him shouted good-humouredly, “Bad luck to you, Pat.”</p>
          <p>“Good luck to ye, sir,” was the immediate response, “and may neither of us be roight.”</p>
          <p>
            <figure xml:id="Gov07_04Rail064a">
              <graphic url="Gov07_04Rail064a.jpg" mimeType="image/jpeg" xml:id="Gov07_04Rail064a-g"/>
              <head><hi rend="c">Force Of Habit</hi>.<lb/>
The railway shunter catches a tram.</head>
            </figure>
          </p>
        </div>
      </div>
    </body>
  </text>
</TEI>