Contents
I hereby certify that the publisher's lists and other records disclose that the circulation of the “New Zealand Railways Magazine” has not been less than 20,000 copies each issue since July, 1930.
Deputy-Controller and Auditor-General.
The New Zealand
Railways
Magazine
Railways
Magazine
Registered for transmission by Post as a Newspaper.
Published by the
New Zealand Government Railways Department
“
For Better Service.”
Service Copy.Vol. 7. No. 6.
Wellington,
New Zealand
October1, 1932.
The Railway Spring
Spring affects different people in different ways. Some become restless, due to spring; others become reckless, blaming spring—like Omar Khayyan with his
“And then—and then came spring And, rose in hand,
My threadbare penitence apieces tore”—;
while others again regard spring as a season of opportunity, reform, new beginnings, and improvements. This latter touch of spring—the “spring cleaning” touch—is an instinctive effect to which all humanity responds; a vital part of the “longings, fightings, strivings for the good they comprehend not,” from which all human progress is derived. It is one of the compensations in world affairs that spring comes to different parts of the world at different times, thus making the “spring urge” a continuous but distributed process that never lets the world as a whole sink into a tideless-blooded lethargy.
The railwayman is responsive, like his fellows, to the spring stirring which, being a touch of nature, makes the whole world kin. He sets a new outlook on life and the affairs of every day.
He is prompted to cast his eyes around to see in what way his environment may be improved. Perhaps he looks over the lay-out of his depot, office, workshop, goods shed, yard, or whatever sectional job is under his immediate control, to think out practical methods for improving matters. He may decide on a general clear-up or re-arrangement, a kind of stock-taking of his resources; he will look over any arrears to get them off the slate.
Then there is the general appearance of the place to consider. Gardens are prepared, where possible, to bring natural beauty into touch with industry, and to give pleasure both to those who work the railways and to those who trade with them.
Thinking of the Department's clients, the spring-inspired railwayman plans out new ways by which the service given at his station or depot may be improved to suit the public needs, and schemes to keep present clients pleased and to attract new ones. For, after all, it is the impression gained by the public from the individuals composing the service, that frequently swings the balance for or against railway patronage. The fifteen thousand employees of the Department,
Deeds of Kindness
Many good deeds are done of which little or nothing is heard, their value being, however, none the less real. Amongst these was the action of the girls of the typing staff of Railway Head Office in arranging for placing three children in this year's Health Camp.
Anyone who has been associated with these camps knows how almost universally beneficial they are to physically backward children—how the kiddies put on pounds and pounds in weight, and are sent home in glowing health to parents who sometimes have difficulty in recognising, in these fat, tough, bouncing youngsters, their own formerly somewhat puny offspring. All credit, then, to those who, recognising the need, do what they can to forward so worthy an object.
The Mystery Wave
No one can finally resist the mystery wave which is sweeping over this country in the tramping-train movement.
After days of set routine, when the only matter about which there is much chance to speculate is perhaps the possible romance wrapped up in a chance caller, or the composition of the next meal, there is something wonderfully attractive about the idea of setting off for you don't know where, in the company of you don't know whom, and leaving all planning to an authority in which the utmost reliance can be placed—in this case, the Railway Department. Hence every mystery train is a success, and the demand for these grows. The people of the districts visited enter into the spirit of the outing with much heartiness, and render assistance in every way possible, many owners of private properties throwing open their estates for the pleasure of the tramping parties. As some of the finest native forest lies in such country, this privilege is greatly appreciated, and care is taken that the properties suffer in no way from the incursion.
A reminder is always issued by the Department on this point, and some amusement was caused on a recent tramp regarding the way in which one lady had observed the warning. The lunch had taken place in the bush, about a thousand disposing themselves in comfort along the banks of a beautiful stream. After lunch, this lady was seen to wrap up carefully the tea-leaves in a piece of paper and pack the parcel to take home, rather than throw the tea-leaves out on the ground in this thousand-acre forest. Such super-care is an inspiration.
Tribute to Staff
In the course of his speech at the annual reunion of the Railways Chief Accountant's Branch, held at Wellington on 10th September, the Assistant General Manager of Railways, Mr. G. H. Mackley, referring to the cordial relations exisiting between the management and the staff, said: “I regard myself as a unit of the service, and am always prepared to meet, on a common footing, every member of the staff. The compliments paid by prominent businessmen,” said Mr. Mackley, “have been very flattering and encouraging regarding the manner in which members of the Department go about their work. If that spirit continues to prevail we need have no fear of getting where we want to in the not-too-distant future.”
General Manager's Message
Preparations For Summer.
In the railway year, the heaviest strain on our Service is made in the the last six months, for April to September is always a comparatively lean period, and the winter decreases travel. Hence, preparations for summer traffic are always important, and we now have comprehensive plans in hand for dealing with the accessions of traffic anticipated during the next six months.
Improved timetables have already been introduced in some important localities, as in the North Auckland district, with a view to giving improved transport or more suitable connections with through services, including regulated motor services running through areas not served by rail. The practicability of further improvements to a number of our express and mail services is also under review. Some of the thirty new locomotives now under construction will come into operation during this summer for dealing with the heavier trains and reducing “banking,” thus avoiding the loss of time incidental to this operation, as well as reducing costs in other ways. Complete sets of the new type of de luxe passenger cars, so generally popular, will be running on the principal trains throughout the summer travel period. This equipment, too, is a reminder of the Department's confidence in the public response to railway efforts to provide the best possible services.
It is hoped that the reaction from bad times, inevitable as soon as the depression is definitely behind, will create a general desire to travel, and from this, and the resultant trade developments, the railways may expect to obtain appreciable increases in traffic.
General Manager.
ByE. Vivian Hall
Electioneering Pause—Germany and U.S.A.—Von Papen's Quick Shot—Japan Strikes Too—Trade Barometer Slightly Up.
von Papen killed the new Reichstag before the new Reichstag could kill Von Papen. It was all very dramatic. Germany's Parliament came into being under the temporary Presidency of Frau Clara Zetkin, “Red Clara,” who in her inaugural address, prayed that she would some day perform a similar service for the German Soviet Republic. As the venerable Communist's age is reported by cable to be seventy-five, the German Soviet Republic will have to come soon if its godmother is to be she. With tottering footsteps she was led away from the chair, and the Reichstag faced the Monarchist-Republican issue, but not for long. As soon as an attack on his Government developed, Von Papen placed on the table the dissolution decree. It proved deadlier than a bomb. There was no bang, but out went the Reichstag.
How long can President Hindenberg, General Von Schleicher, and Dr. Von Papen continue to govern Germany without a Reichstag majority? It has been suggested that there is no constitutional limit to successive dissolutions of a Reichstag that has no majority, or a majority of the wrong colour. So long as President and Chancellor are in step, they can, it is alleged, dissolve any Reichstag that they consider out of step. Of course, if the vote of the people were a fixed, invariable factor, a repeated renewal of the electoral appeal to them would not alter the result, and would not remove the deadlock. But, in these times, believers in the fixity of popular opinion are not as numerous as in the day when democracy was green. So the de facto rulers are asking the people to think again, and return the right answer.
While this domestic clash continues inconclusively, German foreign policy, unchecked by Reichstag review, proceeds as by proxy. Von Papen has agreed about debts (at Lausanne), but threatens to desert disarmament (at Geneva). A disarmament which is practised by Germany and merely preached by France has always been a target of German criticism There is an impression that a Hitler foreign policy would be very much more disturbing to Europe than is the present Berlin policy, yet in mid-September the London Stock Exchange finds the German situation disturbing enough to depress the market. It is thought that France reached the limit of her concessions at Lausanne, and that the Herriot Government could not survive any retreat
Perhaps it is as well that there is a German election campaign to balance the campaign in America. It seems unlikely that either of the U.S. Presidential candidates will dare to deal definitely with debts until the election is over and, since nothing can be done quickly, the elections on both sides of the Atlantic will help Europe and America to mark time. This year the so-called Maine barometer has registered the return of Democratic candidates; and there are people who think that Roosevelt will again become a world-name, as a quarter of a century ago. Who can say to what unforeseen point a Democratic Administration in U.S.A., plus economic pressure, might carry the world-problem in 1933? By then the effect of the Hoover extended currency and credit measures will be better known. It may be even more necessary for the United States to do something heroic next year than it is now.
If the Western world were not so preoccupied with its own economic salvation, it would have much more to say about the amputation of Manchukuo (Manchuria and other provinces) from China. Britain was once defined as “a small island off the coast of Europe.” It happens that some small islands off the coast of Asia, named Japan, are dipping deeper into the Chinese mainland than ever the English Edwards or the English Henrys did into Europe. China claims to have 474 million people, but at least thirty millions of them hive off with Manchukuo, now recognised by Japan as an independent State. Japan did not wait for the League of Nations report. Through her mainland possessions, plus Manchukuo, her military arm reaches in between the millions of Russians and the many millions of Chinese. And her squadron is again at Shanghai.
Russia's plan for a self-supporting Sovietism is necessarily modified by her present anxiety to sell in the world's markets. Nations which do not desire exports of Russian Communism, do want Russian commodities; hence trade is growing up, in spite of political obstacles. A year ago most people believed that Russia would attack Japan in defence of China; yet a recent cablegram declares that the Manchukuo developments have not prevented Japan from making a big contract with Russia for supply of Russian oil, “making Japan independent of United States supplies.” Again, Canada not long ago was placing an embargo on certain Russian goods, but now the Aluminium Company of Canada admits that, “in effect but not literally,” it is trading Canadian aluminium for Russian crude oil, to be refined in Canada in competition with U.S. products. Political plans bend before commercial realism.
“Cheap money, the historical solvent of depression,” continues to offer. It is estimated now that the British loan conversion to 3 1/2 per cent, will be accepted by the holders of all but 100 millions of the 2,000 millions conversion stock. The French Government has a big 4 1/2 per cent, conversion scheme on foot. Australia has the Hon. S. M. Bruce in London as Resident Minister, and loan conversion is admittedly one of his concerns. The Hon. W. Downie Stewart, after Ottawa, went on to London, in New Zealand's interest. Legislation in conformity with Ottawa decisions will be introduced in Dominion Parliaments. Australia has 106 millions of London loans bearing interest at £5 11s. per cent. Conversion to 4 1/2 per cent, is estimated to give Australia a saving of £1,119,609 per annum; to 4 per cent., £1,652,133 per annum.
Some indication that shipping is sharing in the slight revival of trade is now reported. Freights have somewhat improved.
The issue of the latest phase of the struggle between Gandhi and the British Government is obscure at time of writing, but the impression made by his threat to fast to the death is significant of the gap between East and West. Ordinarily, a British political negotiator proceeds along reasoned lines of compromise. He rearranges the political fabric till it appears to suit; and the proposal to give “the untouchables” separate electoral representation seems to have had no purpose other than political adjustment. Gandhi, however, professes to see in it disruption of Hinduism.
Daily Scene At One Of New Zealand's Chief Stations.
Flashlight photograph taken on the Christhurch station before the departure of the Ferry Train for Lyttelton.
His hunger strike (till death) has surprised the West, not only because it is new tactics but because it is a tactical plan which, if once successful, might be heard of again.
America's ability to win athletic contests is confirmed by the Olympic Games. While there is much ground for debate as to what is an amateur, and what degree of specialisation is desirable in amateur sport, it is admitted that the Olympic standards of amateurism are rising. Nurmi and Ladoumegue failed to pass the test, and Count de Baillet Latour is reported as saying that American Universities are now not so prone to finance athletic students. The last word will never be said on the thorny question of what is fair and what is unfair in the making of an amateur world-beater, but the Olympic contests are fair enough to be of great moral value. The Japanese made a good showing at Los Angeles, and negro sprinters did great things for America. Now, Canada has a coloured exponent in the arena of professional boxing, and his sparring partner is an English Lord's brother! In cricket, England is bringing new bowlers to deal with Bradman. Cochet yields his tennis laurels to Vines, whose only slip (Borotra) cost U.S.A. the Davis Cup.
Ken Alexander .)
The microbe of mystery continues to combine with the hike-robe of history, in amalgamating highway, railway, sun-ray, and hooray, into one great leg of notions and exploration of exaltation. Week by week the plot grows thicker than a welter-weight's ear. Mystery trains have begotten mystery brains, and the serum of secret service seeps steadily into the sapience of the sedulous servants of steam. The fever of fancy fructifies in the fun-foundry of the triple-expansionists, and mystery follows mystery like a band of stringed sausages. In fact so secretive and maddened by mystery have some of the servants of stipulated steam become, that when they leave hearth and home o' mornings their wives never know whether they are bound for toil or Turkestan.
What we want is more miscellaneous mystery, such as mystery meals, mystery clothes, mystery jobs, mystery marriages and mystery divorces. Of course mystery meals have always been with us from the moment the Crusaders invented the hot-cross bun for putting it across their victims, and the Scots terrorised the Picts with oat cakes delivered by hand. Even in modern times the mystery meal is not uncommon among newly-weds and and nearly-deads. In fact it has been acclaimed in a well-known Landlady's Lullaby called “Hash-a-buy-baby.” But if every meal were wrapped in mystery like eggs and income tax, gastronomy would be as interesting as astronomy insofar as determining the identity of strange bodies in the great wide outer spaces. We would have porridge dried and shaped like straw hats, stew tied in bundles like kindling wood, pig's feet with spats on, blanc-mange with the shivers extracted, pickled gherkins with the jerks jerked out, whitebait boiled in blacking, black-pudding boiled in whiting, and Irish stew with a Scots accent. Every meal would be preceded by a guessing competition known as a “menumystic”—something such as “what is it that looks like a blushing banana, sounds like a cold day, tastes like a hot time, and is often ‘pickled’ but never ‘stewed,’” the answer being, of course, “a chilli.”
Mystery clothes are not unknown, but mystery at present is confined to feminine fashions, the main mystery being why some of them were ever fashioned at all. But there is scope for the Tailor and Cutter to cut a dash with men's mystery suits; say, something in the shape of a sausage-skin suit of cross-word puzzle pattern, with the seat in front, the hip pocket over the heart, and a spare leg for hikers. There would be two main mysteries attached to every suit—the first being how to get into it, and the second how to get out of it.
Mystery jobs would be better than none at all. They would be advertised something as follows: “Applications are invited for position of irresponsibility with unestablished firm of hot-air merchants. Applicants must have no knowledge of anything, and must be prepared to travel in all directions without knowing where they are going. Duties and salary a complete mystery.”
“Sea boots for hiking on the high seas.”
Mystery marriages might prove popular. It is a mystery why some marriages are made even to-day, but the real mystery marriage would be rather a mirage than a marriage. The bride, the groom, and the time and the place would be kept a dark secret until they were all simultaneously arraigned before the halter. The accident of birth would have nothing on the accident of marriage, and there would be no time to be sorry until it was all over, which is a great advantage.
Taking it all in all, the element of surprise would predominate, and no man would know where he stood, any more than he does now. Let us trill a thrill to mystery, tortuous and twisty:
perfect thrill.
Speaking of thrills, apparently to-day is the heyday of hikery. The world has lost its finance but found its feet. But man has always hiked, tramped, walked, wandered, padded the hoof, and added the proof to the ancient adages that “man cannot live by speed alone,” and “a ramble a day keeps the doctor away.” In our youth we never hiked, but we walked a lot. Later, when we found that we could bound along the bitumen on “baloons” we walked a lot less. Now we walk because we don't have to. Hiking is as historic as paregoric. The Wandering Jew lived to a ripe old age through wandering, although he often wondered why he wandered. Lot walked a lot. Alexander wandered a good deal, and one of his descendants still “wanders” at times.
The world must have been a great hikery before the hollows got filled up with water. Now hiking is restricted to one piece of hikescape at a time. With mystery trains rushing hikers from one hike-spot to another
“In the spring the old grow young.”
For this is Spring, with a capital “ring.” It is the union of the bursting bud and the budding “burst,” fresh greens and fresh scenes, and all the little things that dis-count Dismay. For:—
Spring is here.”
a weakend special on the railway.
In the spring.
That is Spring.
And so, rejuvenated reader, knowing your onions as you do, spring to it.
International Friendship
“Hands across the Sea and International Brotherhood are being highly promoted by an exchange of national flags between ourselves and the New Zealand Club of Wellington, N.Z., of which President Harry Holmes was the founder and first secretary” (says the Kiwanis News, New York). “Our flag has commenced its 15,000 mile journey and will be presented by the American Consul-General. The arrival of the Antipodean Ensign will be awaited with interest and celebrated fittingly.” (Since the above was written, the American flag has been presented, with due honours, to the New Zealand Club.)
The Value of Tramping
“One of the Best Innovations the Present Generation Could Indulge In.”
On September 4th the New Zealand Railways Department ran its first “mystery” hike train in Auckland. The innovation proved an immense success. About one thousand people filled two trains, and each and every individual is loud in his or her praise of the idea, and state freely that when the next “mystery” hike takes place, they will be there.
Ask the average individual to walk ten miles by himself and he will refuse. But walk that distance with a crowd and it becomes a different thing. There is something about mass psychology which makes things easy in the case of the individual.
Just recently, we consulted Mr. R. J. Terry, health writer for this journal, on the value of hiking. He stated that it is one of the best innovations the present generation could indulge in. In his opinion it makes for health, poise, and ability to sleep soundly. But he stated that in all hiking it was necessary to observe certain common sense rules.
For instance, he states that the first half-mile should be covered at rather slow speed,
“The sociableness of music conforms itself to all companies.”—Fuller.
(Photo, J. F. Louden.)
Pipers provide bright music on the occasion of the Hamilton-Okoroire (North Island) “Mystery Train” tramp, 11th September, 1932.
Thus it can be seen that hiking possesses a true curative value. The more the public indulge in this form of exercise the less general ill health will be, and the Railway Department is to be commended for its action in stimulating public interest along these lines.—N.Z Home Pictorial.
Current Comments
An interesting reference to optimism was made by Mr. H. H. Sterling, Chairman of the Government Railways Board, at the annual meeting of the New Zealand Travel Men's League. “I believe in optimism, but essentially it must be backed up by action. A mere ‘hope for the best’ attitude is wholly incomplete and may be positively harmful, because without action it is almost inevitably doomed to be hope deferred. The best kind of optimism is that based on a full realisation of the position as it exists plus determination to improve matters, implemented by suitable action in the direction required to make the optimism come true. That is the kind of optimism that strikes me as having real value.”
* * *
In a letter to the Editor, New Zealand Railways Magazine, Mr. R. Hall, Palmerston North, describes the “R.S.R.” Model Railway at Auckland, and indicates its utility from an historic viewpoint, in the following terms:—
While in Auckland recently I was privileged to view that remarkable railway—the “R.S.R.” I expected to see something good, but the models exceeded my expectations.
Every model is an example of remarkable ingenuity and elaborate detail, every “gadget” that graced the original locomotive being reproduced in miniature. Of rolling stock, there is a splendid collection, all models being typical “N.Z.R.” vehicles.
The town attached to Rapata terminus is inhabited by tiny folk who wash clothes, pump water, play musical instruments, and move around most realistically.
The scenery in the garden is marvellous, and viaducts and tunnels are most natural, and viewed from a short distance appear to be real, as if viewed from a hill. In my opinion, the most important point about the “R.S.R.” is that in the years to come it will be a standing record of the long-forgotten types of locomotives and rolling stock of our State railways. Model railway enthusiasts will find it most interesting should they be privileged to see it.
* * *
“At the invitation of the Railway Department I went on the tramping excursion from Waipara to the Weka Pass and would like to comment on the excellence of the arrangements made by the Department for the conduct of the outing” (says Mr. G. Jobberns in a letter to the Christchurch Press). “I have made many trips to this locality, but never in such thoroughly pleasant circumstances. I have watched with keen interest the recent development of organised walking tours and societies for the encouragement of tramping, and I think the Railway Department is to be heartily complimented on its initiative and the excellence of its organisation in catering for the growing demand for week-end tramps. Another pleasing feature was the assistance rendered by the owners of the country traversed by the large party, whose conduct was such that no landowner should have any hesitation or doubt about encouraging such outings.”
Arthur L. Stead
Last year the four group railways of Britain catered for more than 1,186,000,000 passenger train journeys, and during the present year it is anticipated this figure will be considerably exceeded. Every possible inducement in the way of fast services, cheap fares, and general travel amenities is being offered by the railways with the idea of improving their passenger handlings. In his present contribution, Mr. Stead deals with the facilities which have been created and developed for handling the vast passenger business in and out of London, and reviews recent railway developments on the Continent.
the issue of cheap tickets at Home is being extended as never before. Thousands of cheap day and half-day excursions are being run, while week-end, anglers, hikers, and other cheap fares are operative from every station. Cheap fare passengers now form over 85 per cent, of the total persons carried by the Home railways. In 1924 the figure was only 68 per cent. Altogether, 428,000,000 passengers were conveyed last year by the four group lines for period, tourist, week-end and day and half-day cheap trips.
In providing cheap travel for the multitude, the Home railways are in no way lowering their standards of safety, speed and comfort. The number of passengers who lost their lives in accidents to trains in 1931 was, eight: less than half the number killed every day on the roads of the country. With 1,186,000,000 passenger journeys made in 1931, the risk of death in train accidents was one in 150,000,000, a striking testimony to the safety of Home railway travel.
The record for the fastest daily train in the world still remains with the Great Western Railway of England, the 3.48 p.m. from Swindon to Paddington station, London, covering the 77 1/4 miles in just 67 minutes, an average speed of 69.18 miles per hour. More trains travel at 55 miles an hour and upwards in Britain than in any other country, and recently marked accelerations have been introduced in the Anglo-Scottish services of the London, Midland and Scottish and London and North Eastern lines.
These accelerated services apply not only to famous trains like the “Flying Scotsman” and the “Royal Scot.” Almost all the principal day expresses between London, Glasgow and Edinburgh, have been speeded up, as well as the services linking London with Aberdeen, Perth, Dundee, Stirling, and other Scottish points. The principal day expresses betweeen London and Glasgow and Edinburgh now perform the journey in both directions on reduced times, ranging from between 7hr. 50min. to 8 hours, instead of
The Holiday Season On The Home Railways.
Holiday-makers arriving at Wemyss Bay Station (L.M. and S. Railway), for a Clyde Coast vacation.
London is, of course, the greatest traffic centre of the Home railways, and recently one of the principal termini of the metropolis celebrated its fifty-eighth anniversary. This is the Liverpool Street station of the L. and N.E. line, formerly the headquarters of the Great Eastern system. At the time of its opening, doubt was expressed as to whether full use would ever be made of such commodious accommodation. So rapidly, however, did traffic expand, that in 1894 an extension, known as the East Side, was constructed, and to-day Liverpool Street station is actually the busiest station in the whole world, with the solitary exception of Flinders Street, Melbourne.
Of all the main-line termini in London, Liverpool Street is the largest. The station is used by more than 230,000 passengers every day, and there are upwards of 1,200 trains in and out every twenty-four hours. The second busiest station in London is the Southern Company's London Bridge station, with 149,000 passengers daily. Then comes Waterloo, with 130,000 passengers daily; Broad Street, 120,000; Victoria, 111,600; King's Cross, 60,000; Euston, 60,000; and Paddington, 55,000. More than 9,000 trains are handled daily at the sixteen principal London stations.
While Liverpool Street handles such an enormous passenger business, it is not an electrified terminal. All operations are conducted by steam power, although plans have for long been prepared for the ultimate electrification of the station and the adjoining suburban tracks. The intensive steam operation favoured was originally introduced by the Great Eastern General Manager, Henry Thornton (now Sir Henry
A Modern “Iron Horse.”
L.N.E.R. Anglo-Scottish Express with “Hush Hush” locomotive, crossing the Forth Bridge.
Railways the world over are effecting valuable economies through the utilisation of light railcars, in place of the conventional steam units. In Ireland an interesting development is the replacement of steam-operated passenger trains by electric battery-driven trains on the Dublin-Bray section of the Great Southern line.
These trains consist of a two-car unit operated by means of a Drumm storage battery. The cells are housed in four boxes suspended from the underframes of the car. Current is supplied from the full battery at 500 volts, and is controlled by electropneumatic operated switches and contactors in series-parallel. Electric drive is applied to the centre truck by a 200 h.p. motor on each axle. Two charging stations have been installed, one at Dublin and the other at Bray. At these stations the train batteries can be charged whenever desired.
Each articulated two-car unit weighs 70 tons, and has accommodation for 140 passengers. Trains make an average run of 300 miles per day, and the only special attention necessary, beyond re-charging at intervals, is the topping-up of the battery cells with distilled water. Battery-driven trains of this character are something of a novelty: it will certainly be interesting to see how they work out under regular service conditions.
Because of greatly increased traffic, the London Underground Railways some time ago placed orders for 275 new motor and trailer cars. These vehicles have now been brought into use, and they represent a noteworthy contribution to British passenger stock.
The new carriages embody all modern features, and include new sliding doors, the
A Great German Traffic Centre.
Essen Station, headquarters of the North-western division of the German Railways.
Five times round the earth at the equator or about 125,000 miles, is the average daily mileage covered by the dining and sleeping cars of the Mitropa Company, of Berlin, the efficient undertaking responsible for train catering on the German railways. In the west, the Mitropa dining and sleeping cars run as far as Amsterdam, Flushing and Hook of Holland, serving the traffic to and from Britain. In the south they operate to Zurich, Interlaken, Lucerne, and Lugano, establishing connections between Germany, Switzerland and Italy. Mitropa cars likewise go to Vienna, and to the Spa centres of Czechoslovakia, while the company also operates the sleepers and diners on the Scandinavian railways. More than 650 cars are owned by the undertaking, which has its own chain of car repair shops.
Good catering is an immense aid in securing railway passenger business, and while there is much to be said in favour of a railway undertaking its own dining car and refreshment room services, the German lines are certainly fortunate in having placed their catering interests in the hands of so efficient an organisation.
From the Hon. Secretary, Waitara Hockey Club, Waitara, to the Chairman, Government Railways Board, Wellington:—
The Executive of my Club desires me to convey to you their appreciation of the efforts of Mr. Pickering, your Stationmaster here, in making arrangements for the conveyance of fifty-four members of my Club to Hawera on June 3rd in a most expeditious manner. It has been the custom of my Club for the last two seasons to travel by car to play all matches, but through the efforts of Mr. Pickering and his staff we decided to travel by train as much as we could possibly do. The interest and courtesy shown to each individual member of the club by your whole staff on the Waitara branch have been favourably commented on by all.
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In a letter to the General Manager of Railways, Wellington, Mr. M. Kean, Metropolitan Hotel, Dunedin, pays the following tribute to the excellent bearing of the members of the Christchurch Railway Football Team who visited Dunedin on 27th August:—
I may say that I have been in the business of hotelkeeper for twenty-one (21) years, and I have never seen a better behaved team, and I have seen a good few. They were very quiet, decent, courteous, and obliging, and I feel sure that if the same characteristics mingle with their employment, your Department will lose nothing by them. I should think you stand to gain.
From the Hon. Secretary, Kiwi Joggers, Christchurch, to the District Traffic Manager, Christchurch:—
It is with very much pleasure that I record the appreciation of the members of this club who took part in the “Mystery Trip” arranged by your Department recently. We all hope that it is the forerunner of many fine excursions of this description. The scenery on this particular walk was magnificent, and whilst the route chosen was not arduous for experienced trampers, it was just of sufficient length to appeal to the general public.
Your Mr. Croft is to be particularly complimented on the arrangement of the trip, and will, I am sure, feel that his labours have not been in vain when he sees the number attending the next “Mystery Trip.”
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From the Secretary, The Christchurch Harmonic Society, Christchurch, to the District Traffic Manager, Christchurch:—
I have been instructed by the Committee of the Christchurch Harmonic Society to write to you expressing the appreciation of the Society of the efficiency with which the train arrangements were carried out in connection with the trip made by the Society to Ashburton recently. The help and courtesy of the Department's Officers and the train staff did much to enhance the pleasure of the trip.
(Railway Publicity photo.)
Wellington-Auckland Express approaching Porirua, Manawatu line, N.Z.
James Cowan
Railway and road, running so closely parallel to each other for the greater part of the route from Wellington to the Manawatu country, pass through scenes of varied character, the reverse of a monotonous journey. Coast and island, forested mountains, comfortable homes and pretty gardens, richly-grassed fields, and many patches of small bush on the level lands, give beauty and pleasant change along the route. It is a storyland of the old-time Maori, and of the pioneer pakeha, and there are several native villages alongside the way, with here and there a carved house-front showing. It is a route with many attractive sidetracks for the inveterate walkers, who are encouraged to strike off from the rail and motor roads and explore mountain and seashore and lakeside, and picnic to their hearts' content; and if they do this under the paternal guidance and care of the Railway Department, so much the better for them on their tramps.
The foothills of the Tararua Ranges here keep close company with the traveller, towering close to in some places, as at Paekakariki and Waikanae. There is still some dense and tall timber up there, particularly in the Wainui Forest Reserve. Peaks of over 3,000 feet are in sight. A height of fame in local legend is Kapakapanui, a forested peak regarded by the Maoris as a “lightning mountain” of omen; lightning flashing downward repeatedly above or near its summit was regarded as a portent of a chief's death or other misfortune to the tribe living below.
Before the present railway and inland road were made, the only highway along this west coast of Wellington was the ocean beach, stretching away as far as the eye can trace its sands and line of surf. For seventy-five miles, from Paekakariki to the mouth of the Manawatu River, the old-time mail and passenger coaches ran, fording the smaller rivers, crossing the larger ones by punt. At Otaki beach there was a turn-off to the township, where a night was spent. The
Long ago, five centuries ago in fact, there was a Maori traveller named Hau, who trudged all the way down the coast from Taranaki, naming the places as he travelled. It was he who gave the names to the various rivers from the Rangitikei to Waikanae. In the pakeha coaching days just referred to, a poetical jeu-d'esprit on the names of these rivers was perpetrated by an Auckland member of Parliament (the late Mr. J. A. Tole, a well-known lawyer of other days, and for many years Crown Prosecutor in Auckland). The point of the doggerel is only attained by atrocious mispronunciation of some of the names. This was the coach passenger's wail as he came to one bad river after another:
“Ohau shall I cross this swift river Ohau? Waikanae not swim to the shore? Otaki a boat and row rapidly o'er In the Manawatu did before? Oroua way gently, for life in a boat Is a Horowhenua afloat.”
The hereinbefore-mentioned explorer Hau did not get very far beyond Paekakariki on his southward way. But he left his mark in the country before he vanished from history. Finding it difficult to get round that rocky Cape Te Paripari (“Cliff upon Cliff”), the butt-end of the Paekakariki Range, he called upon his gods to make a way through for him, and they promptly made a cave through the end of the headland, close to the sea, and he passed through this magic tunnel, which may be seen there to this day. When you plunge in and out of the railway tunnels in the train, give a thought to the pioneer Hau, who had his cave-tunnel cut for him in a moment, without any fuss or gelignite.
Enquiries are often made as to the origin and meaning of some of these railway station names.
Pae-Kakariki means “Perch for a parrakeet”; it refers to the Maori bird-snaring days, and also to the practice of making the little parrakeet a pet; it could be taught to talk.
Parapara-umu means “Scrapings of the earth-ovens.” The story is that a war-party from the north, after capturing a village here and finding that most of the people had fled to the ranges, searched for food, but found, to their annoyance, only a few scraps in the ovens, dropped there when the occupants of the place had had their morning meal.
Waikanae means “Mullet River.”
Otaki preserves a memory of the somewhat trivial fact that here the aforesaid Hau carried his walking-staff at the trail, as a Maori orator sometimes does in marching up and down before his audience.
Down on the beach between Paraparaumu and the mouth of the Waikanae River is the point where a young Maori chieftainess named Te Rau-o-te-Rangi landed after a swim from Kapiti Island, a heroic episode of a little over a century ago. Te Rau swam from the island in the night, with her little daughter fastened on a mat on her shoulders; the distance was about six miles. A great fleet of enemy war-canoes was approaching Kapiti from the north, and the swim was undertaken not only to escape from enemies but to give warning to the people on the mainland to come to the help of the islanders, for a canoe would have been seen. The invaders were defeated on the following day. The brave Rau-o-te-Rangi lived to have a family of seventeen or eighteen children; some of her descendants are living in Wellington and Auckland to-day.
The best clear view from the railway of Kapiti Island, the State sanctuary for native birds, is just before reaching Paekakariki. Better still, and nearer, is the view from the beach at the mouth of the Waikanae River. It looks a perfect refuge place and safe retreat, and the Government is gradually making it an excellent example of a regenerated sanctuary of bush and birds. It is rather curious to remember that there was once an official proposal, some thirty years ago, to make Kapiti a leper island, and to transfer here the two or three lepers on Quail Island, in Lyttelton Harbour. But all in favour of the birds said No, and the Noes had it.
Those who take one of the side-routes down to the beach, will find a haunt of history round about the mouth of the Waikanae River. There was a great fortified village of the Ngati-Awa tribe here once, and old Maoris describe its high palisade crowned with grim carved heads, with huge glittering pawa shell eyes, which the action of wind-driven sand kept always bright and polished. There was a battle fought here in 1839, between the people of this pa and the Ngati-Raukawa tribe, of Otaki, and the
The Famous Maori Church At Otaki.
Interior of the Mission Church shewing the massive pillars and a portion of the painted ridge-pole and the scroll patterns on the rafters.
(Photos, A. P. Godber.)
The original “Jubilee Pole,” on which was painted in spiral form the year dates 1840–1880, representing the period of active mission work in the village.
Most of the tall timber has long been destroyed in these parts near the rail and road, but many patches of the smaller native trees have been left, and landowners along the line take a pride in preserving these pretty groves of karaka and ngaio and other trees and shrubs which adorn the levels between mountain range and seaside. There is food for our native birds in such clumps of flowering or berry-bearing trees.
An old Maori of Waikanae said that in his young days the now-vanished huia was frequently seen about the place where the Waikanae railway station and township now stand. In winter time the beautiful birds used to come down from the bush of the mountains in search of food in the more varied and fruitful woods on the flat.
Otaki town is the most historically interesting place on the route. It has always been an important centre of Maori life. The railway station is a mile or so from the heart of old Otaki, the Mission Church, called “Rangiatea,” after a famous sacred place of the Maori ancestors in the Eastern Pacific, the traditional home-island now called Rai'atea. This church, the largest and oldest existing place of worship built and used by a Maori community, dates back to 1849–1850. It was built by the Ngati-Raukawa and Ngati-Toa tribes, in the time of the Rev. Octavius Hadfield, the local missionary of the English Church, afterwards Bishop of Wellington. The great Rauparaha, lately released from captivity in a British warship, influenced his people to join in the construction
pakeha and Maori architecture; the plan is English, but the interior construction, though plain, is massively Maori. Native meeting houses have often been of greater length, but the height of the steep-pitched roof exceeds that of any Maori building. Three round pillars, or poutoko, each forty feet high, support the great painted ridgepole: this huge roof-tree is eighty feet in length. The mast-like poutoko are 3ft. to 3ft. 6in. in diameter at the foot; the circumference is more than a man can span. They are sunk fifteen feet in the ground, beneath the church floor. These roof-pillars are whole totara trees, adzed smooth by the Ngati-Raukawa bushmen of eighty years ago. The trees were felled in the forest at Ohau, north of Otaki, and were floated down the Ohau River and towed by canoes to Otaki beach, thence hauled inland to “Rangiatea.”
The broad under-surface of the ridgepole and the rafters are painted in bright and graceful native designs—the scroll patterns that the Maori took from his observation of natural objects, such as the drooping flower of the kowhai tree and the curling new fronds of fern trees.
Otaki's Old Time Flour Mill.
(Photo, A. P. Godber.)
This mill was erected on the Waitohu Stream about 1848, and worked until 1861.
The altar rail is supported by many pillars, each carved in a different pattern, each by a separate sub-tribe. Not a pit-saw was used on these Maori posts, pillars and planks, everything was done with axe and adze. There are planks squared out of the solid nearly 2ft. wide, 1 1/2in. thick, and 30ft. to 40ft. long.
On the opposite side of the road to the Maori Church is a memorial to Te Rauparaha, a figure procured by the Ngati-Toa at a cost of several hundreds of pounds. The tribe wanted the monument erected in the Church grounds, but the Ngati-Raukawa strongly objected. “No,” they said, “he was a man of blood; we see blood on that figure.” And so old Rauparaha had to stand outside the holy ground, and there his memorial is to-day, separated from the churchyard by the width of the motor road.
Inland to the east from Otaki is the road up the Otaki River to the Forks; from there a favourite sub-alpine trail leads across the Tararua Ranges to the Wairarapa side.
Continuing northward to the town of Levin, we pass Ohau, where a road goes in to the west, seaward, to that very pretty little lake Papaitonga (“Beauty of the South”) with its historic islands.
“O, what a deal of scorn looks beautiful in the contempt and anger of his lip!”—Shakespeare.Professional Contempt.
Mystery train and tramp outings are proving so successful in New Zealand that it was feared the professional tramper might become jealous. Such, however, is, not the case.—(Ed.)
See text for explanatory particulars.
Equally appropriate titles for the following short description of a corrective measure applied to a structural steel job might have been “Improved Method,” “Science versus Strength,” or “The Steel Hammer.” In view, however, of the importance assumed by the cost factor in these difficult times, the title selected, “Cutting Costs,” would seem to be the more fitting.
One of our Railway Workshops having secured a contract for a steel construction job, encountered an unforeseen factor which hindered progress. In order to complete the job within contract time it was necessary to find an effective means of correction, and to apply this with all speed to the difficulty in question.
The job was an all-welded steel structure, and the members of it which were concerned in the fault and correction were two rolled steel joists, 8in. × 5in. × 18lbs. and 8in. × 6in. × 35lbs. respectively, and two short channel sections, each 6in. × 3in. × 16lbs., which formed a tie between the two joists. The construction was as shown on the drawing. It will be noticed that the channels “B” are so placed that their centre of gravity (X-Y) is above that of the joists “A” and “C” (X-Y). The inevitable contraction taking place after welding had such a pull that the lighter joist “A” was lifted between the points “D” and “E” to approximately 7/16in. at the centre line (C). A quick correction appeared to be a difficult proposition. However, it was realised that contraction alone had been responsible for the fault, and it was reasonable to assume that the same agent was capable of exerting an equally powerful pull in an opposite direction. The next question to decide was where to apply the heat in order that the resultant contraction would pull the member in the right direction. A segmental area on the bottom half of channel “B” was decided on, and heating was carried out by means of the oxy-acetylene blowpipe, while the top half was kept cool by the application of compressed air. It should here be mentioned that the shaded portions of “B,” shewn in the drawing, represent the approximate proportionate area of the section heated; but only one section on each channel was heated in this first attempt.
It might be thought that the expansion due to heating would throw joist “A” still higher; but the resistance offered by “A” was so great that the expanding metal simply caused the channel to thicken at the heated area. As the metal cooled it was noticed that member “A” was slowly being pulled downwards towards its original position. The amount of correction resulting from the first application was half, and the operation
The total time taken was twenty minutes, and the job required only one man. Owing to the weight and rigidity of the structure it is probably under-estimating to say that it could have been corrected by usual shop methods by three men in three hours.
It is interesting to note that the well-known ship “Mauretania,” nearly three years ago, sustained damage to the stem post and bottom floorings, which on examination were found to be bent, and which were straightened by the skilful use of oxy-acetylene torches, without the aid of a hammer. It was estimated that the use of the blow-pipe on this job saved the company concerned rather more than £700. A welding demonstrator who was actually associated with the work on the “Mauretania” considers that heavy sections of plate, such as locomotive frame plates, large channel irons, etc., can be easily straightened, twists taken out, or sets put in by the application of the oxy-acetylene flame and without the use of hammers, flatteners, and so forth. Gearing of all descriptions, he says, such as links, radius rods, eccentric rods, pins, etc., when twisted in the process of case hardening, can be straightened by the same means.
Having experienced the astounding possibilities of such methods, and having since participated in minor experiments to test the wisdom of bringing them into more general use, the writer is prepared to believe that many jobs now done in our shops by hammering and other more or less laborious methods will, before long, be done by the simpler and more effective method of heat application. Naturally, much experience is required for this class of work; but already some of the first principles have been learned, and as a result of what has been done every job will be examined to determine whether or not it is a suitable subject for the newer method. If it is the result will be a substantial saving.
The Railways And Winter Sports.
This display indicating the railways part in the development of winter sports in New Zealand, was recently featured in the window of Hallenstein Bros. Ltd. Christchurch. Writing to the Railways Publicity Manager, through whom the use of the mountain back-ground was arranged, the firm stated that the display “attracted a tremendous amount of interest—even more outstanding than was anticipated.”
New Zealand: The Sportsman's Paradise
“It is no exaggeration to say,” said the late Lord Northcliffe, “that anglers in New Zealand measure annual catch by the ton.” Reproduced above are some typical scenes from the chief fishing and other sporting domains of the Dominion. (1) Duck shooting, Lake Wairarapa; (2) fly fishing, Makuri; (3) finding a Rainbow trout, Lake Taupo; (4) deep sea fishing, Bay of Islands; (5) 20lb. brown trout, Lake Rotoroa, Nelson; (6) pig shooting, Lake Wairarapa; (7) wild geese shooting, Lake Wairarapa; (8) distalking, Lake Wairarapa; (9) quinnat salmon, 35lbs.; 10) quinnat salmon fishing, Rangitata River; (11) Atlantic salmon fishing, Lake Te All; (12) a 24-pointer red deer, Manawatu.
(From the W. W. Stewart collection.)
A photographic study on the footplate of the “Limited.”
“The Limited”
Cyril S. Lewin
Black is the sky, and a starless night, When the pulse of life is still;
Round the curve comes a blinding light, With a roar and a whistle shrill.
Tissues of iron, muscles of steel, Born of the brain of man.
Onward it sweeps with boundless zeal As it speeds on the iron span.
Onward it sweeps with a human freight, Ever the steel rails riding.
The “Limited” train can never wait, She has passed the “Goods” in the siding!
Eating the miles with a tireless zest, Cleaving the black of night,
Travelling north, travelling south By the blinding bright headlight!
Mile upon mile of gleaming track Speeds by in monotonous drone,
Of the click-erty, clack-erty, click-erty clack
As the “Limited's” nearing home.
Silence! Quiet of night once more As the “Limited” speeds in flight;
Gone with a rush and rattle and roar Is this pulsing bird of the night.
Travelling By Rail.
“Other than at holiday time, I have never seen so many people travelling by rail in the South Island as I have during this last week,” said a well-known traveller to a pressman recently. “I suppose it is because the fares are so cheap. You can now travel from Christchurch to Invercargill return for £4/8/6 first class or £2/19/- second class-that's good value for the money, and the public seems to be realising it.”
(Photograph, courtesy G.W. Railway.)
The locomotive No. 5006, “Tregenna Castle,” used on the occasion of the record-breaking run.
The World's Speed Record
A Famous Run By The G.W. Railway's “Cheltenham Flyer.”
With the introduction of the winter train service in September last, the 2.30 p.m. train from Cheltenham to Paddington, known the world over as “The Cheltenham Flyer,” was accelerated between Swindon and Paddington to cover the distance of 77 1/4 miles in 67 minutes. This service constituted the fastest start-to-stop run in the world.
On. Monday, June 6, the train broke all railway speed records with a time of 56 minutes 47 seconds, at an average speed of 81.6 miles per hour, and further demonstrated the locomotive efficiency of the Great Western Railway. Such a journey speed has never previously been equalled by steam, so far as railway records go.
The running times of the train were recorded by Messrs. Humphrey Baker and Cecil J. Allen, both using split-second chronographs and being independently checked. The log accompanies this article.
The train was hauled by a 4-cylinder 4—6—0 engine of the “Castle” class (No. (5006, “Tregenna Castle”), and the load consisted of five passenger coaches and a restaurant car, the total weight being 186 tons. Driver Ruddock and Fireman Thorp, of Old Oak Common, were in charge on the footplate, accompanied by Inspector Sheldon.
A further experiment was made with the corresponding train in the down direction, the train selected being the 5.0 p.m. Paddington to Cheltenham express, which was stopped at Swindon for the purpose. Another “Castle” engine (“Manorbier Castle”), in charge of Driver Burgess and Fireman Gibson, also of Old Oak Common, and accompanied on the footplate by Inspector Sheldon, was used. The journey time for the 77.3 miles occupied 60.01 minutes, an average speed of 77.28 miles per hour. In this case, the gradient is a gently .rising one. A speed of 70 miles per hour was attained in 4 1/2 miles (just beyond Acton), and 80 miles per hour at Southall (9 miles). The highest speed on this journey was 84.9 miles per hour.
In order to bring the observers quickly back to London, the 5.15 p.m. two-hour express from Bristol to Paddington was stopped at Swindon to pick them up, and a third run of considerable merit was performed
Where The “Cheltenham Flyer” Was Built.
Erecting Shop, Swindon Locomotive Works, Great Western Railway, England.
3.48 p.m. Express Swindon to Paddington (2.30 p.m. ex Cheltenham).
June 6, 1932. Engine: 4-cyl. 4-6-0 No. 5006, Tregenna Castle. Driver Ruddock, Fireman H. Thorp. Load: 6 coaches—186 tons tare, 195 tons full.
(From the Great Western Railway Magazine, July, 1932. Courtesy Mr. S. G. Bonsor, London).
Mcallister, Junr
Paeroa Junction, on the Auckland-Thomes line.
During recent years a great deal has been said concerning the part played by the Railways in the economic life of this Dominion; hence it is of interest to consider the possibilities offered by a new railway—the Stratford Main Trunk—as a factor of importance in the field of transport. Although the line has taken well over thirty years to reach a stage of virtual completion, the original purposes for which it was mooted are still of patent significance to both Auckland and Taranaki. The commercial potentialities of the connection have not always received enough attention from those who should be especially interested; the question of the future expansion of interprovincial business has, at times, been entirely ignored; but now, on the eve of the completion of a work which was commenced in 1901 there are, despite the handicaps of the past, many enthusiastic supporters who have unbounded faith in the project.
In outlining those points which ensure the success of the railway, one notes, firstly, that throughout the country there is a definite “return to the rail” and a marked abhorrence of wasteful duplication of transport services. The turn of popular favour cannot be denied, and public opinion is behind the recently enacted legislation to co-ordinate and stabilize road and rail haulage. This fact makes every rail route capable of catering for all the transportation needs in the area traversed. The Stratford route has no serious competitor, and its completion comes in days when the prospects for the railways are decidedly bright.
Popular favour, however, will be no more important than the support to be found in the realm of heavy haulage. The section, Ohura to Whangamomona, penetrates a coalarea of vast extent and hitherto scarcely touched. Oil, too, is in evidence, though its presence in commercial quantity has never been proved. The timber industry will undoubtedly find the railway an essential factor in the expansion of trade. One sawmilling firm with a plant capable of producing 20,000,000ft. of timber per year hopes to utilize the new railway for the distribution of at least 25 per cent. of its output as well as for an extension of its white pine business with dairy companies. Then there is the stock-carrying facility to be provided in an area which, in its present undeveloped state, forwards in one season 25,000 sheep to Taranaki. Droving and road charges compare most unfavourably with the low cost of railing such stock. Bullocks, also, even at the rate of five to a truck, can be transported more cheaply by rail. Although the future value of the line is not to be found primarily in the country which is traversed by its middle section, the carriage of fertilizers will materially benefit this area, and ultimately ensure the prosperity of many a struggling settler. The huge extent of country between Poro-o-tarao and Tangiwai,
In referring to a letter from a leading Taranaki manager of this branch of industry we quote this passage:—
“We feel that the line will benefit the Auckland district considerably by bringing cheaper coal and timber to the Taranaki district—two items which are largely used in the running of a freezing works. … The position, as viewed by us, is that it will certainly give the port of New Plymouth wider trade. … It may be found on referring to Railway tariffs, that it would be cheaper to rail wool from parts of the Taihape district to New Plymouth, rather than to Wanganui or Wellington.” The writer has consulted many business people who are in a position to state facts and make shrewd estimates. In both Auckland and Taranaki the optimism concerning this railway is spreading apace.
The port of New Plymouth will undoubtedly benefit from increased trade due to the wider development of the whole of Eastern Taranaki and the greater part of the King Country. The same point applies to imported necessities as to exportable produce, Moturoa being the “natural” port for this very extensive area. This leads to a further consideration. By way of New Zealand's nearest-to-Sydney port and the new railway, overseas mails and passengers could reach Auckland fully half-a-day earlier than at present. Such deep-sea shipping facilities at its terminus open up many possibilities for the line.
The advantages offered by the Stratford Main Trunk from an Auckland view-point are to be found not only in the increased market for coal and timber, but also in the more extensive use of all merchandise in an area which can be fully settled and developed only through the use of railway transport. If good metalled roads are constructed at right-angles to the railway at certain points on the line, it is undoubtedly true that the back-country will develop extensively. For Taranaki business which must be transacted in either Auckland or Wellington, the latter city will be the loser to the formers' advantage, because all the improved transport facilities in the newly-developed area will lead toward the nearer centre. For passengers, too, the Stratford line will provide a useful stand-by for rapid through-transit in the event of mishap on the Central Main Trunk. From a scenic view-point the new railway will rival, if not excel, the older route, especially in the Tangarakau and Central Taranaki areas. For many miles the rails thread their way through a Forest Reserve of giant rimus and totaras, greater than those in the Egmont National Park. There they stand in towering majesty calmly overshadowing the neat new track with its modern artistic steel-work and gentle curves. In the Mangaone and Mangatete valleys particularly, the rail-traveller will view a wealth and variety of shrub and fern growth even more prolific than that in the nearby Tangarakau Gorge.
That rapid and adequate means of intercommunication between the two great provinces of Auckland and Taranaki are essential if commercial interests in both areas are to expand to the full, is being quickly realised by thoughtful and far-sighted business people. That the new Stratford Main Trunk will provide for a long-felt want is recognized by all but the most sceptical. With
On The Route Of The Stratford Main Trunk Railway.
The Tangarakau Gorge, where the rail-traveller will view some of the finest bush scenery in the North Island.
An Appreciation
In a recent letter to the District Traffic Manager, Invercargill, the Director, Henderson and Company, Ltd., Invercargill, comments as follows on the assistance rendered by the Railways Department in connection with the prompt dispatch of the steamer s.s. “Port Hunter,” from the Bluff:—
“This steamer, which berthed at midday on Saturday, 16th July, and sailed at 4 p.m. on Wednesday, 20th July, discharged 1,300 tons of general cargo (780 tons of which was in one hatch) and loaded 43,172 packages of frozen meat, etc., 3,466 crates of cheese, and a quantity of general cargo.
“We consider this a remarkably smart despatch and feel that it would not have been possible of achievement had it not been for the excellent service rendered by your Dpartment. We therefore desire to place on record our appreciation of the very fine work done by the Railway Department, and express our thanks to the Stationmaster at Bluff and his staff, for the courteous and efficient manner in which they assisted us.”
Tangiwai .)
This is kowhai flowering time in the bush, and in many of our parks and gardens. New Zealand's lovely blossom of spring, which has come to be regarded as the Dominion's national flower, is now displaying its yellow spangles. The scarlet clianthus, which is called by the Maoris the Kowhai-ngutu-kaka, or parrot's-beak kowhai, because of the shape of the rich red flowers, is longer in blossom than the golden kowhai, and is always in leaf, unlike the yellow one, which produces its flowers while the branches are quite bare. But the yellow one is the beauty. The Maori appreciates the beauty of the golden tree. There is an expression in songs, “te ura o te kowhai”—“the glow of the kowhai,” and there are references to the beauty of the drooping clusters of blossoms reflected on the glassy waters of calm bays and on dark, smooth bush rivers.
The “kowhai floods” have been on in the ranges. It is just at this time of the year that you see the golden tree in its glory in such places as the shores of Lake Taupo and along the Wanganui River. If you happen to be up in the Taupo country in September you will see a salvage of groves and lines of kowhai along the pumice-sanded east coast of the lake, close to the road.
There are miles of kowhai along the banks of the Wanganui, and very lovely they are flaming against the wet and sombre bush; and they provide a feast of nectar for our sweetest native singing birds. But there is no need to go all the way to the Upper Wanganui to see the kowhai in abundance. At many places along our railway lines the traveller's eye will be attracted by the sight of the tree of the Maori spring all a-dangle with its golden shower.
In an article on Nelson City and provincial district, in the last number of the Railways Magazine, a contributor told the story of the first discovery of the comfortable haven which is now the port of Nelson. Credit was given to Captain F. G. Moore, whose descendants live in Wellington to-day, for the discovery and for the piloting of the first English ships into the harbour, in 1841. This, when reprinted in a daily paper, drew a rather assertive criticism from a history student, who declared that Captain Arthur Wake-field was the discoverer. The writer of the Magazine article apparently did not consider the criticism was worth a reply. But it may here be said that there is
It was Moore who first advised the Wakefields', at Wellington, to explore the northern coast of the South Island for a site for the Nelson settlement, and who suggested Blind Bay as a likely place; and it was at the Wakefields' request that he piloted the expeditionary fleet. Authentic evidence places that beyond reasonable dispute.
But some of our young students of history continue to repeat the old story giving all the credit to Captain Wake-field. Some day, perhaps, when Captain Moore's complete narrative, preserved by his descendants, is published he will be given full credit for his pioneering work before Nelson colony came into existence.
The misspelling of some of our New Zealand names of places quite robs these names of their original significance. There are Maori place names of much beauty and of poetic and legendary value, which is lost by the mishandling of them in print. One of our dailies the other day gave quite a charming account of the sylvan loveliness and the teeming native bird life of a place on D'Urville Island officially called Manawakupukupu. That name, to those who are acquainted with Maori, is obviously misspelled. Really it should be Manawa-Kapakapa, which has a definite meaning. This correct version may be translated as “Fluttering Heart” or “Throbbing Heart,” which at once captures the imagination and arouses interest in the possible reason for the name given by some long-ago Maori explorer. And the account of that island retreat, with its bush and its bird-song and its air of repose suggests, also, what a place it should be to-day as a solace for that too-troubled heart.
There are music and beauty, too, in some of the original names of places around Wellington. Moera is an example. It is the steep sloping ground about where Marama Crescent is now, above the south side of Te Aro gully road, in Wellington City. One or two Maori families had their homes and cultivations there, and the spot was called Moe-ra, which means “Sleeping in the Sun.” That is the original Moera. The name has been given, in recent years, to a Lower Hutt Valley suburb, and it is consistently mispronounced Mo-ee-ra. The accent should be on the first syllable.
Raurimu, which means “Leaves of the Red Pine,” is the old name of a Maori clearing on Thorndon Flat. It is a pity the name has not been preserved as one of the street names.
Tangi-te-keu is one of the ancient names of Mt. Victoria, Wellington's Signal Station. It means “The Cry of the Wind.” Evidently it knew how to blow there in the days of the mat-clad Maori just as it does to-day.
Pukehinau (“Hill of the Hinau Tree”) is the Maori name of the hill slopes where Victoria University College, Wellington, stands. The name reminds us of the pre-pakeha days, when the hills were bushclad, and when the hinau tree of the beautiful white flowers and purple berries was plentiful here.
The site of the War Memorial Campanile, where we hear the carillon, the hill so inappropriately called Mt. Cook, was known to the Maoris as Puke-ahu, which signifies a hill heaped up or piled up in an even symmetrical shape.
Is our old reliable standby, the horse, likely to come into his own again? There are signs of a revulsion from the motor-vehicle and the motor machine, and a return to horse-power on many of our New Zealand farms. The excessive devotion to cars and benzine is sure to lead to a reaction in many directions, and “
One notes also indications in the Australian news that the horse is coming into favour again. But there always has been necessity for horseflesh in the great back country of the Commonwealth, and there is also the old-established trade in Army remounts for India. It was reported lately that a steamer in Australian waters was being fitted up for the conveyance of 800 horses to India. It is timely here to remind New Zealanders that there was at one time quite a large business here in the breeding and export of cavalry and artillery horses and polo ponies for India, a trade which has now quite vanished, though the demand still exists. The business could be revived with benefit. New Zealand can produce splendid horses in more than one class, and there is no reason why Australia should have a monopoly of this profitable department of breeding enterprise.
A curious craze, the eternal hankering for all manner of foreign creatures to stock our plains and forests. Fortunately the mania is confined to a comparative few, mostly members of Acclimatisation Societies, but they are expert in wangling permission to introduce this bird and that on the plea of food for sportsmen or for
A Successful Mystery Train Outing In The Auckland Province.
(Photo, J. F. Louden.)
Members of the Hamilton-Okoroire Mystery Train party, 11th September, 1932.
Fortunately there is some check on these enthusiastic folk who cannot be content with New Zealand as it is, and who are ignorant of or indifferent to the fact that every foreign bird or animal introduced to the wild places of our country is inevitably a menace to the native life of bird and vegetation. The opossum and the German owl are sufficiently notorious examples of ill-judged zeal in acclimatisation.
We have far too many enemies to our birds as it is without bringing in more. And creatures which were comparatively harmless in their countries of origin have a way of becoming dangerous nuisances in New Zealand.
“
If' twere not for my cat and dog, I think I could not live.”—Ebenezer Elliott.
(Rly. Publicity photos.)
Our Animal Friends.
History of the Canterbury Railways
(Continued.)
The Paterson Report On The Lyttelton Tunnel.
When Mr. Paterson's report was made public, Messrs. Geo. Holmes and Co. addressed the Superintendent by letter, under date 18th October, 1869. Their letter reads (in part):—
“Our attention having been called to the report of Mr. T. Paterson, C.E., on the tunnel on the Lyttelton and Christchurch Railway, we consider it necessary to make some remarks thereon, and request Your Honour will cause this letter to be laid on the table of the House in order that members and the public may not prematurely form any prejudiced opinion.
“We are not aware how the person employed by the Railway Engineer arrived at the true centre line of the tunnel. The observatory has long since been destroyed, and without removing the Heath-cote Valley station building it would be quite impossible to get the exact line on which the work was based. The observatory on the top of the hill was found to be out of line, and was not used latterly. We had accurate measurements made in November, 1867, and in May, 1868, which show that the greatest divergence from the straight line was only 8 1/2 inches, and that at a spot not mentioned in the report. There was sound practical reason for every divergence made with the consent of the Engineer, and if the sides of the tunnel have been meddled with to allow of their being so much divergence as stated in the report it is not difficult to account for much of the uneasiness about its stability. For all practical purposes the line was straight when finished by us. The line was opened before the grading was ready, and the works were unfinished when the line was taken over. Miners have been working many months since. Blasting work lowering the floor affects the foot walls and exposes new surfaces. The quantity of material excavated by us exceeded by 15,000 yards the quantity specified in the original contract. Cross sections taken when we gave up the tunnel give different results from those shown by Mr. Paterson. The permanent way was laid by two of the most experienced platelayers in this hemisphere. Why the Railway Engineer in charge during the last six months has neglected to replace the short sleepers we are unable to say.”
In effect, Messrs. Holmes and Co. contended that the condition of the tunnel when taken over from them was not as described by Mr. Paterson, and that such minor alterations as the Engineer-in-Charge considered necessary would have been made if the work had remained under their control.
In the report of the Paterson and Symington Commission and later in the report of the Select Committee of the Provincial Council, reference is made to the running of the heavier engines on the South line. The engines ordered for this line were of the same type and weight as those then running on the Lyttelton line. In view, however, of the increase of goods tonnage, and the consequent desirability of separating the haulage of the passenger and goods traffic, particularly on the Lyttelton line, it had been decided to obtain a lighter class of engine for the passenger work. Two of these engines were received in June, 1868. The Commission recommended that these lighter engines be used on the South line. They attributed damage which they found in the rails of that line to the weight of the engines used, as well as to the weakness of the formation and indifferent and insufficient ballast. The heavier engines weighed approximately 30 tons and were of 2—4—0 type, with 15 £ 22 cylinders and driving wheels of 5ft. 6in. diameter. The weight of an engine of 30 tons of the class mentioned with the weight distributed over three axles would not be considered excessive for a 651b. rail, but it had been stated that the
The two smaller engines, each weighing approximately 24 tons, had 14 £ 22 cylinders and 5ft. Oin, driving wheels with the 0—4—2 wheel arrangement.
No mention was made in the reports, of the speed at which the engines (and incidentally the four-wheeled carriages and wagons) were run. A maximum of fifty miles an hour was authorised, but that speed was on occasions exceeded. Mr. C. Rons Marten, the well-known journalist and writer on locomotive performances refers to the Canterbury broad gauge engines in his notes contributed to The English Mechanic in December, 1879. He states he timed one of the larger engines (5ft. 6in. wheels) from Selwyn to Christchurch (23 miles) which distance was covered in 26 minutes, equal to 59 miles per hour. He further stated, writing from memory (he had mislaid his notes), that a speed of over 60 miles an hour was attained. He had also timed one of the smaller engines (5ft Oin. driving wheels) and a speed of 57 miles per hour was recorded.
It may be of interest to mention here some reported speeds beside those quoted by Mr. Rons Marten, though they were not done under test and were not timed sufficiently accurately to be recognised as records. On one occasion, a special train conveying His Excellency the Governor was run from Lyttelton to Christchurch, 7 miles (actually 6 miles 26 chains) in 7 minutes. The train was hauled by one of the smaller engines driven by Mr. J. G. Warner, the Railway Engineer. Another instance was the run of a special relief train hauled by Engine No. 3, Driver, A. Blackmore, which was stated to have run from Christchurch to Rolleston, 14 miles, in 13 minutes, equal to nearly 65 miles per hour. A portion of the journey would necessarily be performed at a higher speed than the average. It was mentioned at the time that, when not firing, the fireman sat on the floor of the cab and held on to the brake pedestal. In neither case was there any idea of record breaking, but, as the relief train was conveying medical assistance, the driver was told to lose no time.
Arising out of an argument as to the accuracy of the time stated for the Lyttelton to Christchurch run, and the capacity of the smaller engines to run at over 60 miles an hour, a strictly unofficial test was made between Rangiora and Kaiapoi. There was a late train run from Christchurch to Rangiora on Thursday evenings, the return trip from Rangiora leaving at midnight. This return train was scheduled to carry passengers if required, but except on special occasions of meetings or entertainments at Rangiora or Kaiapoi, was very sparsely patronised. The trip was usually run by one of the smaller broad gauge engines, those then in commission being No. 6 (Driver J. Hoban), No. 7 (B. Leathwick), No. 8 (T. Braithwaite), and No. 10 (G. Dorn and later B. Verdon). On occasions, when the exigencies of the traffic rendered it necessary, J. Lloyd, Night Foreman of Cleaners at Christchurch, ran the trip with one or other of these engines. Each of these men was to try whether it was possible to run the 7 miles (actually 6 miles 64 chains), Rangiora to Kaiapoi, in 7 minutes, provided no intermediate stop was required. The Christchurch-Rangiora line was of the same standard as the Lyttelton line, with 70lb. rails laid in chairs. Several runs were made before the management became aware of these tests and peremptorily stopped them. At that time it was understood that No. 7 engine had made the best run, but owing to the strongly expressed disapproval of the management, the staff were uncommunicative as to the results.
The estimates for Railway Revenue and Expenditure for the year ending 30th September, 1870, give details of staff and expenses of the Canterbury Railways at that
The expenditure is estimated at £32,471 4s. 4d., and is classified under eleven headings, which include separate accounts for each of the two lines. The traffic expenditure is divided between passengers, goods and wharves. The totals under each heading are:—
Organisers Of A Successful Day's Outing.
The Taihape Railway Picnic Committee, 1932.
The general charges include: Secretary £380, Clerk (also Ticket Printer and Stationery £200), Accountant £300, Collector £250, Cashier £225, 3 Clerks (£150 £125, £75) £350, Messenger £50, Printing, Advertising and Stationery £500.
In Class II. the Stationmasters at Christchurch and Lyttelton were paid each £300 per annum and the Stationmaster at Heathcote £150, Booking Clerks £100 each, Head Porter £146, Guard 10/- and Porters 7/- per day. Only two porters are shown at Christchurch Passenger, and one each at Heathcote and Lyttelton Passenger. The Heathcote porter was also lampman. They are shown as working seven days a week.
On the South line there were Stationmasters at Templeton, Rolleston, Leeston Road (Burnham) and Selwyn. There were two porters at Selwyn and one at Rolleston. One guard did all the timetable running.
The Locomotive Foreman was paid £365 per annum, one driver 15/- a day, two at 13/6 and one at 12/- per day. Firemen were paid 10/- per day and cleaners 48/-per week. Coals (950 tons) were estimated to cost 31/- per ton, and lubricants and other stores a sum of £500. The storekeeper (£150 per annum) and the pointsman and shunters were included in the Locomotive expenses.
(To be continued.)
Wit And Humour
A young lady recently visited the locomotive works, and then later told some of her friends how a locomotive is made.
“You pour a lot of sand into a lot of boxes,” she explained, “and you throw old stove lids and things into a furnace, and then you empty the molten stream into a hole in the sand, and everybody yells and swears. Then you pour it out and let it cool and pound it, and then you put it in a thing that bores holes in it. Then you screw it together, and paint it, and put steam in it, and it goes splendidly; and they take it to a drafting-room and make a blue print of it. But one thing I forgot — they have to make a boiler. One man gets inside and one remains outside, and they pound frightfully; and then they tie it to the other thing, and you ought to see it go!”
* * *
Booking Clerk (at small village station): “You'll have to change twice before you get to York.”
Villager (unused to travelling): “Goodness me, and I've only brought the clothes I be standing up in.”
* * *
“Here is an apple, Willie. Divide it generously with your sister.”
“How shall I divide it generously, mamma?”
“Why, always give the larger part to the other person, my child.”
Willie reflected for a moment, then he handed the apple to his little sister, saying: “Here, Ethel, you divide it!”
* * *
At a high school examination in England, the following definition was given of anatomy: “Anatomy is the human body, which consists of three parts—the head, the chist, and the stummick. The head contains the eyes and the brains, if any; the chist contains the lungs and a piece of liver; the stummick is devoted to the vowels, of which there are five—a, e, i, o, u, and sometimes w and y.”
* * *
A fly was walking with her daughter over the head of a very bald man. She said: “How things change, my dear. When I was your age this was only a footpath.”
* * *
Father (to boy of six, just home from school): “What lesson did you learn this morning?”
Boy: “Oh, grammar!”
Father: “What sort of grammar?”
Boy: “Well, Dad—cats and dogs are common hounds, but you and I are proper hounds.”
Force Of Habit.
The Mystery-train guard puts out the milk bottle.
“And laughing eyes and laughing voices fill their homes with gladness.”—Samuel Rogers.
Our Children's Gallery.—(1) Philip Chapple and Noreen Foster; (2) Shona, Esme, Allan, Kevin, Beula and Brian Kernick; (3) Olga and Doreen Griffiths; (4) Kenneth, Beverley and Eunice Finlayson; (5) Isabel Pawson; (6) Robert, Betty and Joyce Smith; (7) Bobby Williams; (8) William, Valerie and Edwin Billings; (9) June Baker; (10) Myra and Neville Neeson; (11) Allan, Bruce and Dorothy Franks; (12) Betty and Norma Boot—all of Christchurch.
Train Lan
Beds Of Gold, But Not For Sale.
Tally Ho, Trainlanders! Let's go prospecting.
In the Waimakariri Gorge, which is on the way to Otira, there's gold galore. Gold—gold everywhere. It glows and nods to us from every side. Up the cliffs and over the hills and far away is one sea of waving gold. There's no gold shortage here. Yet the gold-buyers make no use of all this wealth.
But we will! Spring days, picnic days and happy days are here again and with all this golden glory nor' wester-land is a grand picnic place. Amongst this glowing gorse and broom we can play the most exciting games.
True, we can scarcely stand up against the howling nor' westers as we cross the railway bridge. Still, it's fun to be blown about by the howling wind in brilliant sunshine and to have our laughter carried down the swirling Waimakariri waters. But down on the shingly river bed, where we paddle and boil our billy, it is quite calm and sheltered.
When we are breathless with scrambling up the cliffs, we throw ourselves into the broom and let the winds go singing through our hair. We lie and look at the wispy clouds in the bright blue sky and watch the drunken bees go tumbling over the apricot-scented gorse. Yes, we lie on beds of gleaming gold, like the princes and princesses of old. Their beds were cold and hard though. Ours are sun-warmed and soft.
You know, this is where spring throws all her left over gold after she has finished bedabbling the world!
What shall we do with all her board of goblin gold, now that we have found it? It is every bit as precious as the gold which the jewellers are so busily weighing upon their tiny scales. Instead of letting all this golden beauty fade away, do you think you could save it for a rainy day—store it in ourselves to brighten us up?
That's the best of all these jolly picnics and tramps and mystery trains, isn't it? We have the gay and care-free memories to store away and live over and over again, giving us untold pleasure.
Wishing you all the Springtime joys,
Yours in Trainland,
* * *
Trainland's Letter Box.
It is not necessary to have your work printed before you win something. If yours is one of the best entries of the month the postman will bring you a parcel. There are heaps of sur-prizes in Trainland, so try hard and see if you can be a prizewinner.
Address all your letters to—
The Children's Editor,
N.Z. Railways Magazine,
Wellington.
* * *
Do You Know?
Which Is The Happiest seat in Christchurch?
The Mayoral Chair, you say?
Oh, no! The happiest seat is on one of the banks of the dear old dreaming Avon, by the Victoria Street, Bridge.
Who would not be happy there with so much passing beauty? After Spring comes the Summer with the ducks and the shaking sunshine shadows on the grass, and the dark, cool, green of the willows and soldierly-looking poplars. Then comes Autumn, with scurrying clouds and crackling leaves skipping merrily along the asphalt paths above. The winter comes; winter with the baby water-rats which come scuttling out from their water-weed homes in Old Man River, to look for crumbs at Old Seat's feet. That happy Old Seat is the
Wouldn't you think Old Seat would be lonely then? Not a bit of it! He is ever so busy. It is then, when he is all, all alone, that he carefully goes over his memories of the past twelve months. He sorts them all out, keeping only the ones he likes; the happy, beautiful recollections.
“I'll keep all those memories of the artists coming here to paint,” he says to himself, “especially the Spring day memory when that young girl came to me. Of course she didn't know that she herself, as she sat here under the prunus tree, made a far lovelier picture than she painted with her brush. Her scarlet jumper and beret looked so pretty against the green grass and blue sky, and the fragrant, frothy white prunus blossom kept dropping its petals over her. Yes! I'll keep that memory alright,” and Old Seat smiles. “Oh! and I'll remember that dear old lady who came and knitted here, and the tired young mother who came because it looked so peaceful.
“But I'll forget that cruel man on the bridge who beat his horse,” says Old Seat severely. These ugly memories he gives to Old Man River to drown. And so Old Seat goes on sorting and sorting.
Seven weeks it takes him to do this. Then—no sooner has he finished than he feels Spring's first finger, a golden crocus, poking at him.
“Stop dreaming, Old Seat! Wake up. I'm here again!” cries Spring.
Instantly Old Seat sits up, ever so indignant.
“Pardon me, Miss Spring, I was not dreaming. Why! I have been spring-cleaning my memory-box. Asleep, indeed!”
“You were asleep! You were asleep!” chirps a cheeky little sparrow as he hops excitedly about the pearly masses of prunus blossom overhead. “I saw you! I saw you!” he twitters.
Old Seat does not answer back this time. He just smiles, so wisely, for he knows better.
And because Old Seat spring-cleans—chases away all that is not lovely—this corner of the Garden City is always very mellow and sweet and peaceful.
So when you are along that way one day, will you call on Old Seat? He will gladly welcome you: and if you are tired he will give you rest, and happiness, too.
* * *
“The Herald Of Spring.”
The sketch reproduced on this page might well be named “The Herald of Spring.”
It is the bronze statuette on the Valkyrie Fountain in the Auckland Dornain. Behind is Rangitoto, the famous extinct volcano in the harbour. Near the ti-tree is the railway station.
The Valkyrie Fountain, set in a lily pond, is almost as well-loved as the Peter Pan Statuette in the Oamaru Gardens.
You have probably read in Norse mythology that the Valkyries were the handmaidens of Odin, serving at Valhalla banquets. They also rode through the air to battles and brought back the fallen heroes to Odin.
See how nicely you can paint this picture, then post to “Trainland” not later than 7th November.
Prizes: Photographs of Scenic Resorts; divided between Seniors and Juniors.
State age, full name and address. Age limit, 18.
Results will be printed in the December pages of “Trainland.”
* * *
Our Monster Competition.
Have you sent in your entry for our Monster Competition which appeared in the August and September issues of the N.Z. Railways Magasine?
Try to win one of those first-class free travel tickets. It would never do to miss this chance of a lifetime.
Remember, too, that those 1,000 other prizes Must be won? Entries to be in as soon as possible.
Fulfilment.
I wandered, questing, down a path of light, Where flaunting poppies bordered every side,
And all around was bathed in rainbow light, Yet I turned back along life's flowing tide.
I wandered, wond'ring, down the vale of night, Where petal-painted stars shone in the gloom,
And rubies shed a rosy flick'ring light, Like many-petalled flowers burst in bloom.
I wandered, lonely, down the path of life, Then out into a fairer, heavenly field,
Away from strife's dull echo, and each wound I'd known in life's hard toil was gently healed.
Joan Pain (16 years), “St. Rollox,” Papatoetoe.
Joan is one of my cleverest farmer's children. She is a contributor to the Women's New Idea in Sydney and other adult pages.
Hobbies Corner.
Interesting Insects.
Spring finds the butterflies with us and some of the finest specimens are with Mr. C. E. Clarke, the entomologist at the Auckland Memorial Museum.
I am sure you would like to visit Mr. Clarke in his room. On his piled-up desks, amongst his microscopes, nets, setting-boards and books, are bottles of fearsome looking bugs and snakes preserved in spirits. These are always being sent to him from various parts of the world. It is a good thing they are safely corked up and quite dead. They look terribly fierce.
“Before I show you the butterflies, have a look at these moths,” says Mr. Clarke as he pulls out drawer after drawer. Moths! thousands of them, from white shimmering midgets to big beauties, which certainly would startle you if they came flopping around your lamps at night. One of the prettiest is the green Puriri moth. It settles on the well-known Puriri tree which has big dark green leaves. The Puriri caterpillar bores tunnels through the trunks. Over the trap-door it weaves a boll, a tough and silky covering which resembles a scar or marking of the tree bark. The caterpillar and its tunnel is then completely hidden from enemies.
But for cunning ways of protecting her insects from enemies, nature could hardly better the way she has made the stick insects. They look just like twigs on branches. Many have little spikes sticking upon their backs which look like thorns. Other insects resemble broken leaves. The Chloroclystis butterfly also has a disguise. It looks like a small patch of lichen and so, when resting, birds do not see it Some butterflies look like blossoms and fallen Autumn leaves. The Erebia
“Oh! there is sweetness in the mountain air.”—Byron.
(Photo, Elsie K. Morton.) The ski-ing party at the Hermitage, Mt. Cook, includes Dobbin and the sledge.
New Zealand's most beautiful butterfly is the Hypolimnas bolina which has been found in the Waitakere Ranges, near Auckland. It is dark blue with large heliotrope and white spots.
The “Wanderer” butterfly, which is found in Europe, Asia, Africa, North and South America and Australia, is occasionally found in New Zealand. It's wings are four inches across and are ochre coloured with black tracings and spotted with dots.
“On one visit to Adelaide” says Mr. Clarke, “I caught sight of one of these Wanderers just as I arrived. Dropping my suitcase, I ran after it and caught it under my hat.”
Have you ever caught one of these?
Next month Mr. Clarke will tell us some most interesting and unusual facts about our native birds and his explorations in the heart of Southland.
* * *
<name key="name-408598" type="work">Spring</name> .
(16 years),Joan Pain
“St. Rollox,” Papatoetoe.
(Photo, A. Cole.)
Approaching Dargaville on the Northern Wairoa River.
Observer.)
An economical and satisfactory method of providing the Dargaville section with an “F” class locomotive in good repair was evolved early this year.
For the benefit of those unfamiliar with the Kaihu line, it should be noted that this isolated section of railway, twenty-four miles in length, has its headquarters at Dargaville, on the Northern Wairoa River, and terminates at Donnelly's Crossing, away up in the heart of the Kauri forest, and only a few miles from the famous Waipoua Kauri forest and Trounson National Park. Dargaville is at present reached by leaving the main line at Waiotira Junction, 107 miles north of Auckland, and travelling along the branch line to Kirikopuni, fourteen miles from Waiotira. At Kirikopuni, the train comes under the jurisdiction of the Public Works Department for seven miles, until the present railhead is reached at Tangowahine, also on the banks of the Northern Wairoa River, and approximately eight miles up stream from Dargaville.
In the past, when either of the two “F” class locomotives required overhaul, it was necessary to send a gang of fitters to Dargaville, strip the locomotive which required repairs, and pack and consign for shipment to Helensville practically the whole of the engine. At Helensville the gear was loaded into trucks for transport to Newmarket workshops, where the repairs were undertaken. When this work was completed, the gear was again packed and consigned by rail and steamer back to Dargaville, where the slow work of erection, hampered by lack of lifting facilities, would be carried out. The cost, needless to say, was prohibitive, and the locomotives were not “shopped” until they absolutely needed it.
Early this year, locomotive “F” 216 reached the stage when a heavy engine overhaul and retubing of the boiler was required. It was suggested that locomotive “F” 254 be overhauled and steamed from Auckland to the railhead at Tangowahine, and from that point be placed on a trailer and towed on approximately five miles of good and fairly level road to Dargaville. Enquiries at the latter place, however, revealed the fact that this was impracticable, but that transport by barge from Tangowahine to Dargaville could be arranged
The actual work of barging the locomotive to Dargaville and bringing locomotive “F” 216 out from Dargaville is best explained
The First Difficult Operation Accomplished.
(Photo, A. Cole.)
Safely on the barge at Tangowahine.
“Early on Tuesday morning ‘F’ 254 was steamed from Tangowahine siding down the river bank to the edge of the water, and when the tide was full the rails were run out on to the barge, the latter being secured with two wire ropes. The engine was then steamed on to the barge. This was quite an anxious moment for all concerned, because as the weight of the engine came on to the shore end of the barge it naturally sank, and the other end stood high out of the water. However, by keeping the engine moving forward steadily, the balance was reached, the barge rested on an even keel, and the first operation was accomplished successfully.
“The rail was uncoupled, the ropes let go, and the long tow to Dargaville commenced. It was quite fair sailing except for the difficulty experienced at the Dargaville traffic bridge. We were informed the bridge opening was not quite at right angles to the river current, and the launchman, Mr. H. Stanaway, displayed fine seamanship in safely getting the barge and launch through the comparatively narrow opening. This was accomplished by running the launch up into the current and allowing the barge to drift, the launch meanwhile running at ‘slow’ holding the tow-rope taut, thus steering the barge through.
“At Dargaville there are three sidings running parallel to the river front, and by running the barge inshore the engine was landed at right angles to the sidings. In order to allow the engine to be turned, two rails were laid down on the siding rails, and the temporary road from the barge was laid on these rails. All was now ready to steam ‘F’ 254 ashore. It was quite a comfortable operation steaming on to terra firma compared with the Tangowahine operation.
“The turning was done by ‘F’ 216, to which was attached a length of stout wire rope. The turning was accomplished successfully, the engine standing exactly over
“‘F’ 216 was steamed up the wedges on to the temporary track and ‘F’ 254, and the wire rope soon had ‘F’ 216 at right angles to the siding and in position to steam on to the barge at high tide. Locomotive ‘F’ 216 was soon ‘sailing’ up the river to Tangowahine, and steamed ashore and up the river bank to Tangowahine siding and uncoupled for her long tow to Auckland.
“‘F’ 254 is fitted with the Westinghouse brake, a new thing to Dargaville. The first afternoon ‘F’ 254 was on the Donnelly's Crossing express, and standing on the train, two Maori boys stepped up to see the ‘new engine.’ When the Westinghouse pump started to work, the boys were bewildered. One remarked: ‘Py corry, she make the noise all right, but don't go.’”
It is interesting to note that locomotive “F” 216 spent the whole of her life on the Kaihu section, having been erected there in 1888. She was known as K.V.R. No. 1 (i.e., Kaihu Valley Railway No. 1), and
Thirty Years Ago.
(From the W. W. Stewart collection.)
Locomotive “F” 216 on a log train at Dargaville.
When received at Auckland, the boiler (which was comparatively new and required only a new set of tubes) was removed and forwarded to the South Island for use in re-boilering an “F” class locomotive on that division.
The remainder of the locomotive, viz-, frame, wheels, etc., was sold to the Auckland Farmers' Freezing Company for use in building an internal combustion shunting unit.
The contract price for the barging of both locomotives was very reasonable from a Departmental point of view, the sale of the frame, etc., covering the cost of this work, and the cost of freight on the boiler to Dunedin exactly; so this is one instance during the present depression when the “budget was balanced.”
The Railways and Science
The discoveries and inventions of science are consistently utilised by the Home railways for the improvement of their equipment. One line—the London, Midland and Scottish—has gone so far as to set up a special investigation bureau to examine every promising new invention that is brought out.
Schneider
The activities of the Transportation Branch of the New Zealand Railways cover a wide range. This Branch is responsible for the operation of train services, communications, railway stations, goods depots, and shunting yards. The operations include the transport of all passengers, parcels and goods traffic from the originating station or depot to destination. The following article gives an account of the organisation which is established to ensure prompt, safe and efficient transport of passengers and commodities.
Transportation is an essential part of the process of production. Coal is not of use when it is underground, but to be a utility it has to be brought to the surface, and then transported to the place where it is to be used. The position is similar with regard to any article that is grown, mined or manufactured. The farmer expends labour in producing wheat or wool, but whatever he produces must be moved to the place where it is required for consumption, and this necessary transportation is part of the process of production. Passengers also require to be conveyed to the place where their labour may be best employed, and in the case of holiday-makers, to the spot where they expect to get the maximum of enjoyment or relaxation.
Railway transportation covers the movement by rail of passengers, parcels, and goods traffic. The branch controlling this movement operates the equipment provided by other branches, and collects the charges for the service performed. The actual movement of the traffic involves (a) the receiving, loading, conveying, and delivering of goods; (b) the working of stations and goods sheds; (c) the marshalling and-breaking-up of trains in shunting yards; and (d) the preparation of time-tables and the running of trains in accordance therewith.
Efficient transportation can be secured only by detailed organisation, and by the delegation of responsibility to the various members of the staff, so that no misunderstanding can arise as to the duty of each member. This organisation is under the direction of the Traffic Superintendent, Wellington, and functions through District Traffic Managers. The railway system of the Dominion is divided into seven traffic districts:— Auckland, Wellington, Christchurch, Dunedin, Ohakune, Wanganui, and Invercargill, with a District Traffic Manager in control of each district. There are five isolated sections: Kaihu, Gisborne, Picton, Nelson and Westport, and the traffic here is worked by the Stationmaster-in-Charge under the supervision of the Traffic Superintendent.
Each District Traffic Manager operates his district by medium of his train running and transport officers, stationmasters and goods agents, with the necessary staff of clerks, foremen, guards, shunters, signalmen, porters, etc. By means of this staff and by personal contact he keeps in close touch with the transportation requirements of passengers and clients. Each stationmaster of necessity comes into close contact with the users of the railway at his station, and is able to advise
New Zealand Railways Transportation Branch.
Top: Mr. J. C. Schneider, Traffic Superintendent; (centre) Mr. F. Herbert, Outdoor Transportation Assistant; (below) Messrs. A. G. Cockroft, J. D. Nash and K. Fanthorpe, members of the clerical staff. (Mr. R. J. A. Stirling, Chief Clerk, absent on leave.)
them as to the best way of despatching or obtaining their goods; and he is able to advise the District Traffic Manager as to the requirements in his district. Every care is taken to ensure that the younger members of the service make themselves efficient in the regulations with regard to charges and general working, so that they will be in a position to give correct and definite information and advice, without hesitation, to the Department's clients. Three examinations have to be passed by these members, and their advancement in the service is conditional on the passing of these examinations. Members are enjoined to show that civility and helpfulness which is the due of all passengers and other clients of the Department. The detailed organisation of the branch, and the hearty co-operation of the staff ensure efficient working of the transportation machine.
The District Traffic Manager is in a position of great responsibility, for in addition to the general supervision of the working of his. district and of the staff, involving as it does the maintenance of that discipline which brings efficiency, he is also the medium by which the general public in his particular district approaches the Department.
It has been found that the statistics compiled in the Chief Accountant's Office in connection with the working of traffic, are of great value to the controlling officer and they are the main check on operating performance. These statistics, based on data extracted from station returns, waybills and guards' running sheets, are elaborate, and are compiled for each four-weekly period and for each year. They are too extensive to describe in detail, but include revenue results from each district for each class of traffic, revenue per passenger journey, per ton, per ton mile, per train mile, and so on; expenditure for each class of work for each district, cost per train mile, per train hour, totaf freight tonnagey passenger journeys, train hours, total engine miles, average train speed, average train load, cost of shunting services, cost of handling goods, cost of operating rail motors, road motors, Lake Wakatipu steamers, and many variations of these statistics.
Some idea of the transport work performed in the course of a year may be obtained from the statistics for one year which, in spite of a time of depression, show as under:—
To move this great volume of traffic, trains are run in accordance with a timetable prepared to meet the requirements of traffic, and the service is increased when necessary by special trains run as directed in special train advices issued by the District Traffic Manager for the district Concerned.
All timetables, before being published, are carefully checked in every detail by a specialised staff, and the timetables are plotted on the train diagrams to ensure the maintenance of proper intervals and of suitable crossing stations. The times provided in the timetable or train advice are checked with the mileage and with the authorised schedule of speeds to ensure that a reasonable running time is allowed.
Various systems of train protection are in force in the Dominion, and it is only on small and unimportant lines that there is not some mechanical form of train protection.
The Tablet apparatus is the main protective system on single lines of railway. This apparatus works electrically, and only one tablet for any section can be obtained from the instruments at any one time. On double lines the protective systems adopted are the Lock and Block signalling and Automatic signalling. With the Lock and Block system the
The interlocking of signals and points at large stations has contributed largely to the safety of train working, as lias also the equipment of all rolling stock with the Westinghouse automatic air brake.
Rules and regulations are laid down regarding the working of trains and signals, and these are strictly applied, each member being examined annually as to his knowledge of the Rules and Regulations. The motto of the Department is “Safety First,” and every precaution is taken to ensure safe working. The rule books display prominently the following rule:—
“The first and most important duty of every member is to provide for the safety of the public.”
In this matter of safety the Railway Department in New Zealand has built up a splendid record—one of the finest in the world.
But in addition to safety and reliability another factor that has to be kept in view is the necessity for economic working. It is essential that the service be conducted with a minimum of cost. The reduction of goods tonnage due to the present trade depression has been seriously felt by the Department. The law of Increasing Returns applies to the Railway business, and the greater the volume of business, the less the cost per unit. Much of the expenditure is fixed and does not depend upon the volume of business, so that a rise in volume decreases unit costs, while a drop in the volume of traffic increases unit costs.
The present depression has, therefore, had a serious effect on the Railway finances, and unprecedented efforts have had to be made to counterbalance the fall in revenue. In addition to other economies it has been necessary to curtail train mileage in sympathy with the reduction in traffic and in revenue. In making these curtailments great care has been exercised to gauge the requirements of the district concerned in conjunction with the traffic being carried, and curtailments have been made only where it appeared that the least inconvenience would be caused to the users of the Railway.
As an indication of the reductions that have had to be made during the past year, it may be stated that train mileage was reduced by 1,198,986 train miles, or 10.45 per cent. This curtailment has been made without serious inconvenience to our clients.
The advent of the motor vehicle, and the great improvement in road surfacing during recent years, has added to the difficulty in holding traffic and maintaining the service on an economic basis.
The Transportation Branch is continually on the look-out for means of improving the service without undue additional cost, and particularly for ways of accelerating despatch of traffic and giving greater convenience to its clients. In this respect a definite programme of improvement to, passenger carriages is being carried on as funds available permit. A close contact is kept with modern transport developments, such as those in connection with rail motor vehicles, so that any development suitable to the conditions peculiar to this country may be exploited when circumstances are favourable. The service is being constantly overhauled to effect every possible economy in operation that will not detract from the value of the service given, as it is recognised that in this time of economic depression the Transportation industry, like all other businesses, must reduce operating costs to maintain stability in the industry. At the same time the Transportation Branch of the Railways keeps in close touch with the business needs of the community, and is fully alive to the imperative necessity for a safe, prompt, and reliable transport service.
“The Day's First Hour For A Business Girl.”
A Merciless alarm-clock triumphantly wrenches you from oblivion and to the realisation that you have a mere half-hour to prepare for the day—a day of rush, of work, of meetings and partings, of pleasures and pains. You creep reluctantly front the warmth, hastily slip on your office rig—a quick wash, a touch of “make-up”—usually an apology for breakfast, and you rush off to the train, ‘bus or tram, sympathising with your ill-used self and envying the mythical “lady of leisure.”
It is a generally accepted fact that man is a creature of habit; he makes little rules unto himself, and mechanically applies them to the round of daily life. Observe the animal in his sacred ritual of shaving, bathing, dressing and eating. Is anything ever allowed to interfere with his law and order?—if it does the entire household suffers in unison. “Father's shaving water” is more important than a rise in the price of wool—his morning paper, his egg, his train. Really it is just a little exasperating, and we women are secretly envious under a mask of amused and lofty toleration. “Women,” we say (from sheer force of habit!) “are above and beyond Habit.” We must live up to the time-honoured ideal of being whimsical, capricious creatures acting on impulse. This is all very well in many respects; let us keep our reputation for doing the unexpected and being enigmatic, for herein, they say, lies a great part of our charm! But, if we wish to compete successfully with the great creation Man, to be his equal in the world of business, I am firmly convinced that we must emulate some of his characteristics. We have already done so with disconcerting success; we have become less “snobbish,” less insincere, more direct and dependable. Let us adopt some Habits!
Think for a moment about this business of getting up in the fnorning—trivial in itself—but to be faced with fatal regularity every day. Money may cease to have-any value, suns may be eclipsed, earthquakes may quake, waists may rise or fall, but the business girl must be at the office at 8.30. Now, if we were to form a few habits here, to have our daily routine-sacred and strict, we would improve in appearance, character and happiness. (These qualities are not in order of merit, but most of you will agree that upon the first depend the other two!)
Here is a “time-table” for the first hour of your day. (Notice, hour, not to be reduced.)
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1. Stretch. This is very important—each muscle is gradually awakened—stretch luxuriously in bed.
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2. Take ten
deepbreaths by an open window; slow and full. This is not a “fad,” but a medical tonic. -
3. Clean your teeth—
now,not later. This to remove any bacteria before eating. -
4. Drink two cups of hot water. (See last month's beauty notes!)
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5. Bath; either hot or cold. Rub down vigorously with a rough towel to stimulate circulation.
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6. Exercises—for those who do?
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7. Brush your hair with swift even strokes—toss it over your head to do this.
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8. “Make-up.” Not too much for the office, please. Try to look as though you didn't. This takes trouble. First a little face cream, then lightly powder—a touch only of rouge, a little grease first for your lips—just a suspicion of lipstick. Your motto at 7.30 a.m. is to look
natural. -
9. Breakfast. Allow at least ten minutes, and don't gobble. It will ruin your day. Be wise about what you eat here; it needs to be nourishing and sustaining. Whole-meal porridge; stewed fruit of some kind; a lightly boiled egg; toast and honey.
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10. Walk. Don't tram all the way. Whenever possible, walk; fifteen minutes brisk exercise in the early morning sun will keep your feet warm for the day and bring a colour to your cheeks.
These are the ten simple habits for “getting there” in the morning. Follow them regularly, and soon you won't notice it. Other people will.
Being a Hostess
“I simply can't be bothered having people to the house, you know, it is such an effort to entertain them.” This struck me as being rather remarkable, when I heard it the other day. The speaker was a very vivacious, attractive young wife, and I secretly marvelled at her “difficulty” in being at all amusing to her guests.
Entertaining should not be an effort, but a pleasure, and the less one thinks about it the greater will be the success. To be a successful hostess you must not be tired, worried, over-anxious; and if you feel so your attitude will at once be reflected among your friends. Every woman is at heart a hostess, and from earliest times she has gathered to her home friends and relatives to taste her culinary treasures and exchange gossip round her hearth. You will see the unborn love of “having people to tea” when your little girl is “playing mothers. How faithfully she copies your mannerisms, how carefully she pours out, how sweetly she talks of things domestic.
Present day society demands an increasing amount of entertainment, but of a more informal type. Invitations are dispeinsed with, people drift in and out at any time of the day; there is a free and easy “camaraderie” about it all. The formal art of entertaining is dying fast, and with it the problems of the shy young hostess.
Be pleased to see people—don't bother too much about running your party, your afternoon tea or bridge; you can rely on them to run themselves. All you have to do is to move; to keep drifting about among the guests; to provide food and space for people to indulge in one of their most powerful instincts. So you need not worry about being a hostess, you naturally are one.
It is not the quantity of the meat, but the cheerfulness of the guests which makes the feast.—Clarendon.
Overheard on the “Mystery Train”
First Flapper: “Do you think He is here to-day? You know, that divinely tall, strong, silent man, who didn't speak a single word last time?”
Second Flapper: “And just gazed at the scenery—I'm sure he's a perfectly thrilling author, or at least a novelist.”
[We issue a warning to any gentleman answering to this description.]
Severe Spinster: “Comfortable shoes—that's the most important thing. No, I think there will certainly not be a moon to-night. Don't you ever consult a calendar, Miss Jones?”
[Shakespeare could produce seven moons!]
Absent-minded Scholar: “My ticket? Dear me, now where did I put it? Ah, here—as a book mark, you know, in my ‘Maori History of Porirua.’”
[We feel this will be a valuable work!]
Happy Student: “The old chap's next work, ladies and gentlemen, will be an ‘Intimate History of Porirua,’ by ‘One Who Knows.’”
“Where's that frying pan—watch it, boys. One of those girls will use it for a hat—that's all they are now.”
[“Oh excellent judge; oh wise young man.”—Shakespeare.]
Sporting Gentleman: “—quite two feet long, my dear fellow, I assure you.”
[Two long feet are more desirable on this trip.]