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In noting the factors which have contributed to the improvement, during recent months, in the revenue position of the Railways, the Winton Record pays the following tribute to the Railways management and staff:—“They have shown,” proceeds the Record, “that they are capable given the opportunity, of applying business principles. In any big business there are exceptions, but it is usual for the public to acknowledge the new spirit of service that animates the Department. All hands seem ready to oblige, and with increased efficiency has gone economy, a double benefit. The Department is out for business, it is trying to think for and serve the customer—a policy that should have its reward so soon as the economic clouds begin to lift.”
All the romance associated with the great progressive developments in world civilisation in the last hundred years is linked up at innumerable points with the progress of railways. Whereever the iron trail has been laid settlement and production have followed. The steam from Stephenson's “boiling kettle on wheels” set in motion those great driving powers which have subdued the trackless forest to the needs of mankind, replaced the jungle lair of savage beasts with the peaceful industry of village, farm and town; brought education, understanding, and prosperity to countless thousands; broken down the barriers between small communities, and enabled exchange of commodities to mutual advantage through all the continents and lesser lands of the good round earth.
It is only since steam has been seriously challenged, since there has arisen a motive power not attached to the iron trail and not capable of the service in the general interests of humanity which the railways have given, that the iron horse has faltered in his stride, his backers have lost confidence, his opponents have delighted in his partial desertion—and a blight has fallen upon the world. For the transport war has played an important part in producing the depression. Capital previously safely invested in railways on a large scale, and in all the leading countries, has found the safety margin for investment largely removed through competition by road carriers not playing to the same rules. Ruinous confusion has resulted. In this both sides have suffered, and with them all the related trades and interests. Transport costs have multiplied through excessive competition.
Capital invested in competitive road services has perhaps prospered for a time at the expense of the rail, but it is now in such parlous condition that new capital is frightened away from the business.
All this is part of the railway story in the most difficult period of its history. But it has other and happier periods to record, and is even row once again coming into its own.
The railway story is one of engineering daring in the face of great natural obstacles, of courage in commercial enterprise, of outstanding technical achievement, of highly organised managerial knowledge and skill in providing a constantly improving general utility transport service with which no other land transport method can compare, and above all, of service to the general public in encouraging settlement and developing industry.
The train is the safest method of land transport; it is the most powerful; it has the greatest range of usefulness in regard to what it carries; it is capable of the heaviest loads, and for all general practical purposes provides the quickest transport over long distances. But herculean as this giant of transport is, in the race for business it has had too many handicaps to carry. To show what those handicaps are, to agitate firmly for their removal, to reveal the respective merits and the complementary services which the rail and motor are naturally suited to give, these are all part of the railway story that the public are entitled to hear about. And this story requires constant reiteration and presentation in ever new form, because, in the swirl of commerce and the eagerness of competition, the essential economic soundness of rail transport is liable to be overlooked—to the ultimate detriment of individual and national welfare.
A ten-ton lot of bananas, landed at Auckland at 10 a.m., despatched at 3 p.m. and received at New Plymouth at 1 p.m. the following day—only 22 hours after despatch—was an instance of fast railway transport work recently, which was gratefully acknowledged by the City Markets Ltd., New Plymouth, in the following letter. On this occasion an insulated wagon was used—not to keep the cold in, but to keep it out!
We desire to express our appreciation and thanks to you, Mr. Tunbridge, of the local staff, and the Auckland Goods Agent, for the very courteous manner in which you received our request for the urgent transport of ten (10) tons, of Fiji bananas ex the “Waipahi,” Auckland, on the 7th June. Considering the “Waipahi” did not commence unloading until 10 a.m. and there were delays during the day on account of rain, our Auckland agents secured our quota and with the Department's assistance and consent the bananas were loaded and ready for the journey by 3 p.m. An insulated bogie wagon was used, attached to the mail train connecting with the express goods Wanganui-New Plymouth and we were receiving delivery on Wednesday, June the 8th at 1.15 p.m., twenty-seven (27) hours after the ship commenced unloading at Auckland. The insulated wagon (a new venture) was personally inspected on arrival and we are very pleased to report that there were no signs of the fruit sweating. This no doubt was due to the fast service and the insulation was a safeguard against the extreme cold. Services such as this we can assure you are greatly appreciated and proof of what can be done when any situation is handled in a business-like manner.
Mr. G. W. Reid, B.Com., F.P.A., (N.Z.) of Dunedin, a member of the Government Railways Board, had the honour to be chosen by the manufacturing interests of the Dominion to be their representative at the Ottawa Conference. Mr. Reid, accompanied by his wife, left Auckland with the official New Zealand Delegation on Tuesday, the 28th June.
The publication of the March-April issue of the Magazine completed the sixth volume. Readers are again reminded that they may send forward their accumulated copies (May, 1931, to March-April, 1932, inclusive) for binding purposes. The volumes will be bound in cloth with gilt lettering, at a cost of 5/- per volume. Those desirous of having their copies bound may hand them to the nearest stationmaster, who will transmit them free, with the sender's name endorsed on the parcel, to the Editor, “New Zealand Railways Magazine,” Wellington. When bound, the volumes will be returned to the forwarding stationmaster, who will collect the binding charge. To enable those who have not yet forwarded their Magazines and who desire to do so, the time limit for receipt of Magazines has been extended from 16th to 23rd July. In order to ensure expedition in the process of binding, copies should reach the Editor not later than this latter date.
The Railways maintain an open door for all classes of traffic, while providing, in the case of passengers, fares regulated to some extent in the interests of national development, and in the case of freight, distinctive rates for similar weights based largely on the capacity of the respective commodities to bear the rate charged. Because this practice is of such long standing and has come to be regarded as in the nature of things, rather than as a definitely objective and fully conditioned policy, the full value of the national service performed by the Railways is liable to be overlooked.
I wish, therefore, to draw pointed attention to one or two facts bearing on the situation as it stands at present, with special reference to the conditions under which competitive road carriers have been able to operate.
The Department has had no effective competition in passenger traffic over long distances. For intermediate distances competition has been vigorous because of certain advantages possessed by the smaller unit in the matter of point-to-point traffic. In suburban traffic the Department has provided extremely low rates for the transport of workers and season-ticket holders, thus relieving congestion in the cities and making possible much suburban settlement through the provision of lower rates than could be introduced by any other form of transport. In both intermediate and suburban types of traffic, road competitors have left the bulk traffic, such as that developing at excursion periods or at peak hours in suburban areas, to be carried at the cheap rates by the railways, but have intercepted the more remunerative traffic. In this they have been aided by heavy public expenditure upon roads which has reduced the operating costs of such competitors. The cheapness of railway suburban transport is indicated by the fact that the average amount received by the Department for each suburban passenger journey is slightly less than 2 3/4d. As the suburban areas extend twenty miles or more from the principal cities, the cheapness of this service is manifest.
The average charge for carrying a ton of freight one mile by rail is only 2.38 pence. If this were taken as a basis for calculating rates, one ton of goods would cost the owner 19/10 for transporting a distance of 100 miles. Lime for manuring farm lands is actually carried free to the farmer for a limited mileage. Other farm products or requirements carried 100 miles for less than the general average of 19/10 per ton are such goods as firewood, etc., at 9/3 per ton, chaff, hay, etc., at 12/2 per ton, wheat fertilisers, etc., at 14/10 per ton, and New Zealand coal at 13/7 or 15/8 per ton (according to class).
From the foregoing it will be clear that both suburban dwellers and the farming community have been well served in the matter of rates for transport by rail, and as such rates are only tenable if the supplementary or higher-rated traffic is given to the Railways, I would earnestly urge this view upon those who most directly benefit from the present arrangement of the Railway tariff.
General Manager.
Pre-Lausanne Moves—Paradoxical Hindenburg Raises Von Papen—Duce Applauds MacDonald—Race Between Conferences and Crisis—Hoover Nominated.
“The Reich Administration is controlled by men of the Right for the first time since the German Revolution,” said the cablegrams of 2nd June. When Dr. Bruening tendered his resignation of the Chancellorship to President Hindenburg (whose only response is said to have been that he expected it), the world was in for a double surprise, for not only did a tried man go down, but one who seems to be utterly untried went up. The President's selection was Dr. Von Papen, the German military attache at Washington in 1914, a plotter who (says the “Daily Telegraph”) “continually violated United States neutrality.” But much water has flowed since then. Hindenburg, says one critic, was made President by the monarchists and consolidated the Republic. He was then made President by the Republicans, and now—the Right is in power!
Following Von Papen's elevation, various sections of the German Republican Press hailed it as a challenge to the Republic, and one talked of civil war. Some said that Von Papen's Chancellorship was all arranged between the ancient and paradoxical President, and the volcanic Dr. Hitler—but others of the Left were not so sure of that. However, they hated this Right Administration because it came in with declarations of anti-inflation and of insurance cuts; and a Right refusal to continue to pay insurance benefits on the current scale would not be compensated for even by a refusal at Lausanne to pay reparations. Besides, up to the time of writing, Von Papen has not repeated Dr. Bruening's statements about non-payment of reparations. While he seems to be firm for cuts at home, his foreign policy has yet to be disclosed. There may be new cards to play.
What has been happening in Berlin is of course not only interesting because of the historical romance that invests the old Germany of the Hohenzollerns and the Germany of Hindenburg, but because the changes in Germany on the eve of the Lausanne Conference are very important to the world. While France, by process of general election, passed from Tardieu to Herriot, Germany passed to a new Government which seems to be ruling without the Reichstag, and by virtue of the grace of Hindenburg and,
Although, in order to explain the issues, the cabled views of German Republican papers have been given above, there is yet no proof that the President has deserted the Republic. If for the moment he deserts the Reichstag, it may be that he is minded solely or mainly to secure by semi-absolutism a foreign policy that he cannot secure from a divided Reichstag or from party groups. The fact that Hindenburg, in his war book, denounced the enforced abdication of “my All Highest,” and the fact that he has swung from monarchism to republicanism and from Left to Right, does not prove a somersault back to Hohenzollernism; it may simply mean that he will use any weapon—from Streseman to Hitler—to safeguard his main concern, German unity. That unity is said to be the old man's sacred charge. Even Wagnerian opera can hardly point to a more fateful figure.
Of the Lausanne Conference itself, just opened, it is premature to speak. But obviously it has opened in a much bolder spirit than seemed to be likely even a week ago. The British Prime Minister, with renewed dynamic force, seems to be determined to get something done with regard to disarmament as well as debts, and the Italian Duce has sent him an inspiring telegram. Lausanne is the debts centre (where the Americans will not come) and Geneva is the disarmament centre; Mr. Ramsay MacDonald in mid-June was busy in both and it was reported that, in a trans-Atlantic telephone message to his missioner at Geneva, President Hoover stipulated disarmament as a preliminary to American discussion of debts. If Mr. MacDonald's spade-work succeeds America may participate later in a big stabilisation conference. But the Ottawa Imperial Conference will precede that. With British Empire preference in the air, the lower tariff movement in Belgium, Holland, Denmark and Scandinavia, also Argentina's attitude, are significant.
After all that was said about Mr. Hoover's being a good President but a bad politician, he seems to have tamed the Republican National Convention in a way which that Convention was never tamed before. All the inconvenient demands were compromised or side-tracked, and the President raced away with the nomination on the first ballot. If he can manage the election campaign as he manages the party managers, he should win his second term, and after another four years of worrying over inflationary and deflationary issues he may emerge with the reputation of a good politician but a bad President. For the President who can balance a depression Budget and yet maintain intact “America's high standards of living” has probably not yet been made, either by the elector or by Heaven.
One thing that the Republicans have to live down is the 1928 cry of “Vote for Hoover and Prosperity.” That Prosperity talk had done duty in other elections, but in 1929 Depression knocked at Wall Street's door, and how all America's overhead is to be got rid of without further sacrifices may well puzzle a people who set out to collect debts by means of tariffing-out goods and half-cornering gold. One gleam of hope is the predicted rise in wheat; if it happens the Republican campaigners will reach out hard for that life-buoy. But American advices state that the boast of maintaining wages is now no longer heard, the unemployed having reached twelve millions. On 31st May President Hoover dramatically appeared before the Senate
The spectre of debts and possible repudiation crops up everywhere—in Chile, last of all—and it is hard to avoid a subject which after all affects the world's bread and butter. But there are other things—for instance, Olympic Games. At a time when cash is scarce, good athletic material seems to be plentiful—at any rate, in New Zealand—and the result is that this Dominion sends more than a cricket quota (even more than a football quota) of athletes to Los Angeles. The number of athletic contenders is given as 24, and that apparently does not include Lovelock, the Rhodes Scholar from Otago, who, being now at Oxford, joins New Zealand's Olympic team from the other end. Following on his inclusion in the team, Lovelock broke the three-quarter mile record at Stamford Bridge.
In the vast expanse of ocean it is hard to find even a big ship. That has often been proved by various searches for disabled steamers, and by British warships' hunts for German raiders. Yet in June the Polish aviator Hausner was rescued by the steamship Circle City after floating for days on a monoplane which broke down while he was trying to fly the Atlantic from New York. It is said an equally extraordinary escape occurred last year, when three aviators who attempted to fly the Atlantic from Portugal to New York were supported at sea by their Junkers all-metal machine for six days before a Norwegian steamer picked them up eighty miles from Cape Race, Newfoundland. Other crashes that occurred in June without loss of life affected Mr. Lang and Mr. Moore in Australia and Sir Richard Squires in Newfoundland—but that is another story, and a political one.
Life is what other people make it. Apart from writing to the papers, and suchlike bawl games, the most popular perennial pastime is giving advice to people who are giving advice to other people who are too busy giving advice to take it. Advice is a cyclonic disturbance, or “free air” circulating in a “viscious” circle.
“Judge your neighbour by yourself” is good advice except when it isn't, for what is good advice for the duck is death by drowning for the hen.
Advice, strictly speaking, is an oblique objurgation of your neighbour's reputation, and an insinuation on the limitation of his mentality and morality, or a diplomatic discernment of his disparity. Thus advice never should be sought unless a prior decision to reject it has been registered in the cerebral cells of the seeker—which, of course, always is the case. Such does not include expert advice which, being a circumvention of common sense, is beyond the reach of the average intelligence.
“Judge your neighbour” is the oldest inhuman sport known to inhumanity. Excluding our own, there exist nine hundred and ninety-nine million points of view in the mental microplasm of Man, so that the chance of ours being the only authentic oyster is equal to the life-span of a cheer-germ at the pessimists' picnic.
“Good advice,” to be really good, should take the form of an insinuatory injection of bicipital bacilli left to react in accordance with the climatic conditions dominating the dome of the victim; in other words, a hint is better than a hit. Let us vaporate with vivacity:—
The appetite is the white man's burden. The stomach, not the conscience, makes cowards of us all. Every action is dictated by interior motives. An army moves on its stomach—except when it lies down on it; commerce is a question of digestion; finance fructifies fallaciously on food; and even Art prefers the palate to the palette when confronted with the sarcophagus of the aesophagus. Progress is limited by lubrication. Nine tenths of man's time is spent in garnering the gastronomies and the other tenth in dispatching them: this is called the submerged tenth. He toils to titillate his tessellated topography with root crops and fret-worked fauna. He works to eat to live to work to eat to live, until he ceases to live to work to eat to live.
The mocker, Money, is the root of this evil. Money is not a square root. It is an L.S.D.-ceit, a canker in the Casabianca, and a blight on the Upas tree; it is the medium of derange between Nature and ill-nature, and has done more harm in the world than good intentions and bad jokes. However, the joke's on us, and with your permission, or without it as the case may or may not be, we will incubate a cash-registration of L.S.D.-lirium:—
(N.B.—“Kale” is Tuscan or Cosmetic, or something, for “Oscar,” “Hoot,” “Spondulix,” or “Dough.”)
Money is like knowledge insofar (and further) that too much is a dangerous thing. Too much knowledge leads to lecturing, writing for the papers, school-teaching, and kindred evils. In its most debauched stage it even develops into that head complaint known as the “Radio Rabies,” in which the victim suffers the delusion that people are listening to him while he builds broadcastles in the air. On the other hand, a little knowledge develops the imagination by encouraging the owner of the deficiency to make up what he doesn't know. Thus, knowing how little I know about railways and their contiguous aspirations, I feel a fit and improper person to divulge any lack of knowledge I am fortunate enough to possess, to any one foolish enough to listen. Most particularly do I address those young railwaders who are anxious to reach the top of the ladder without using the ladder.
Now, in the railway the main thing to remember is to remember. A good memory is better even than knowing the score at half-time of contemporary Rugby riots, or possessing the ultimate result of a Grand National before its inception. In fact, the young railweigher who can remember what time the 3.42 gets in
As one who knows what he is talking about, except when he is talking about it, allow me to acerbate a few rules and tribulations for the guidance of those about to look back with satisfaction on their futures:—
1. Never wear the stationmaster's hat until you have his head and his salary under it.
2. Remember Moses and the “tablets.”
3. The engine must always proceed in front except when it is going in the opposite direction.
4. Always tell the truth—unless you have an exceptionally good memory.
5. It's a wrong train that has no earning.
6. Railways run on steam; you can't get results with hot air.
7. Take no notice of “nit-wits” who think they can tell you how to run the railway. (This is really the only one of the above rules you need heed.)
For the benefit of the unasphyxiated I offer the following deleterious definitions and explanations in a purely unauthentic and care-free spirit, trusting you are the same:—
1. X wagons are used for drawing beer.
2. Railway couplings are young refreshment-room waitresses.
3. A railway platform is a place where strangers may kiss—and get away with it.
4. A railway “jigger” is a rowing boat without the boat.
5. A hot-box is connected with Willie's ear.
6. A turntable is where father sleeps when visitors come to stay.
7. A ganger is a Scotch walker.
8. The permanent way is a straight line drawn between home and work.
9. Shunters are neither here nor there—for any length of time.
10. The home signal is a dinner bell if you're in time, and a ringing in the ears if you're not.
Note.—Delete clauses 1 to 10.
“D'Ye ken Alexander? Mon, he's great and grand,” said an Irish friend to me the other day.
I made such a long and vigorous reply that my friend was almost sorry he had started my engines, for Ken Alexander is one of my big enthusiasms. Happily, too, he has endeared himself to many other New Zealanders, so that his venture into bookdom should be a winner, from all viewpoints. A notice in this issue reminds lovers of bright, clean wit and humour that they must act promptly in giving orders for “High Lights of Life,” as the special autographed edition is strictly limited.
More than a dozen years ago I helped in the discovery of Ken Alexander by giving his illustrated drollery a run in “Quick March” (published by the N.Z. Returned Soldiers' Association). Since then he has developed remarkably as a writer and artist.
To-day he has the master touch which is recognised by prominent critics overseas. Indeed, it does not require a super-certificated prophetic eye to see the hand of England or America—or both—reaching out for him and lifting him into a wider field of fame than New Zealand or Australia can offer him.
Readers of the “Railways Magazine” and some other publications do not need to be told that Ken Alexander is probably the Dominion's leading humorist. He makes no such claim; he would scout such a notion and dismiss it with a merry jest, but—as the politicians are ever reminding us—“we must face facts.” If there is a better humorist, who is he or she? Where doth he or she abide?
I like to think of Ken Alexander as the O. Henry of New Zealand. Of course, O. Henry is distinctive, but so is Ken Alexander. Like O. Henry, Ken Alexander has the gift of very shrewd playfulness with words, and in taking this very amusing liberty with language he exercises a license to shoot at all manner of fads and fancies of scientists, psychologists, economists, quacks and reformers. His badinage and banter serve a good purpose.
It is really a privilege for New Zealanders to be able to order an autographed copy of “High Lights of Life.” They will receive a delightful book, and they will encourage a brilliant New Zealander to achieve a worthy career. Every now and then one reads an article about the national importance of the cultivation of a “New Zealand Literature,” or “New Zealand Art.” How are the ideals to be attained if bright writers and artists are not encouraged?
Here is a call to action. Here is a call to order something worth-while. Let us rally around Ken Alexander and gladden him as he has gladdened us. Does not one good turn deserve another? Onward, then, brothers and sisters all, with your names on the dotted lines. Send to-day, that to-morrow may leave no regrets.
The party of Hawke's Bay children returning to their homes from the Motuihi Sunshine Camp, Auckland, where they had been staying since the earthquake of last year, had a warm welcome awaiting them at Palmerston North, where they arrived at an early hour on 19th May. Upon the arrival of the train, the little travellers were taken to the Railway Social Hall (placed at their disposal by the Stationmaster at Palmerston North) and there, before a warm fire which had been provided, were able to partake of refreshments and enjoy themselves generally before resuming their journey.
Appreciation of the action of the Stationmaster in providing the above facilities for the children is indicated in the following letter received by the Stationmaster from the Mayor of Palmerston North:—
I wish to express to you my sincere thanks and appreciation for all you did in connection with the recent stop-over of the 95 children from Auckland, who were returning to Napier.
It is a wonderful help to anyone occupying such a position as mine to receive the help and co-operation of Government officials, such as you extended to me.
Will you also please convey to all your officers and staff my sincere appreciation. I can assure you that the children and those travelling with them valued your thoughtful actions very much indeed.
Speaking at the annual general meeting of the Travel Association of Great Britain and Ireland, the Prince of Wales incidentally observed: “Seventy years ago, Delane, the great editor of The Times, said: ‘My business is publicity.’ Let us remember that phrase. It recalls to my mind another, a somewhat lighter quotation I once heard, adapted from an old rhyme: ‘Early to bed and early to rise, but you'll soon be bust if you don't advertise.’ (Laughter.) These words, I feel, are very true at this moment. There is undoubtedly—and I have said it before—a great deal more that we in this country could do in the way of advertising; but our publicity at the same time must be rationalised, as they say in industry. It must be organised on broad, co-operative and economical lines, as the Travel Association is doing. By supporting the Travel Association you are doing a service to our country and to your own business, and I look forward to the day when, as an association and as a nation, we shall be well repaid for the thought, labour, skill, and courage which have gone to the making of such a useful and practical organisation.”
* * *
The railway bookstall at Christchurch is now being run by the Railway Department. Up to the present it has been the custom of the Department to let the selling rights of these establishments by tender, but the Department took over the Christchurch stall when the lessee vacated recently, and will continue to run it.
This unit is responsible for the preparation and placing of the publicity matter required by New Zealand's largest enterprise. The Branch is completely organised and equipped for prompt and effective action in literary, press, art and photographic work.
To keep the public interested in the railways, acquainted with their services and favourable to their policy, to do constructive advertising such as would stimulate business activity, and to create amongst the railway staff increased interest in their work—these were the main purposes for which the Publicity Branch of the New Zealand Railways was organised in 1927. Much preparatory work had been done prior to this, including the commencement in May, 1926, of a Magazine which is now in its seventh year of successful publication.
The former General Manager of Railways (Mr. H. H. Sterling) in his last Annual Report, commended the usefulness of the Magazine to the Department. “In addition to a wide range of purely railway subjects,” he remarked, “the Magazine is concerned with the national life and colour of New Zealand. With bright, illustrated articles on the rail-served tourist, health and sporting resorts and other interesting matter, the Magazine appeals to the whole of the public, and has an appreciable general-publicity value to the Dominion…‥
“Altogether, the Magazine, which serves an indispensable purpose in the successful working of the far-reaching railway system, is one of the cheapest forms of publicity available to the Department.”
Information for the discriminating modern public has to be prepared effectively. As publicity is the predominating factor in salesmanship, obviously the utmost care must be exercised in the planning, preparation and placing of the work to ensure that the message will not miss its objective. Hence the great importance attached by all successful trading and service ventures to their publicity organisation, and the constant search for better ways to tell their story and effect sales or attract, patronage.
At railway headquarters a constant watch is kept over the whole field of operations, and each of the many kinds of railway service is brought into prominence by publicity on due occasion so that the use of that particular service may be encouraged.
An analysis of actual expenditure by the Publicity Branch during the financial year ended 31st March, 1932, shows the following proportions in the three main groups under which advertising may be conveniently classified:—
As an examination of the figures over a number of years shows very similar proportions, these percentages may be
Whilst in the case of certain excursions and special types of service definite returns from advertising have been noted, much of the publicity for the railways must be of a general nature. The net returns from special excursions can be calculated with considerable accuracy, and comparisons can be made regarding the stimulating effect of different allocations of advertising upon such excursions, but what measure can be made of the profit to the Railways accruing, for instance, from the safety they provide? A record of 150 million passengers carried without fatality in six years is an excellent advertising point; it is a point of service that attracts much business to the railways; it must be advertised freely, but its monetary value cannot be calculated. Similarly, in the matter of comfort and convenience, the Railways have special points in their favour which must be explained adequately and emphasised to attract additional traffic. But the direct return from such advertising cannot be assessed. However, the general effect is there, and on this point one cannot do better than quote from an article contributed in 1930 to the “Newspaper News” by Mr. H. H. Sterling, then General Manager of Railways and now Chairman of the Government Railways Board. Mr. Sterling said:
“Probably no better illustration of the value of advertising in time of need can be afforded than the railways. We in New Zealand, believe we have a message regarding our product (transport) worth conveying to the people; and we have within recent years very substantially increased our advertising allocation. Has it been worth while? It may be difficult to assess the returns from advertising with mathematical precision, but I say with confidence that what we have spent on publicity work has been well worth while.”
It is a function of the Publicity Branch to keep closely in touch with the newspapers and to be ready at any time to supply accurate information upon matters of railway interest that may be broached in the news or correspondence columns of the press. Members of the press appreciate the facility for checking up on communications reaching them and thus ensuring accuracy in the news they present to their readers. A friendly spirit of mutual confidence prevails, and it is only right to acknowledge here the personal help rendered by leading pressmen all over the Dominion in efforts to present fairly the railway case to the public.
In recent times the railway publicity battle has borne some resemblance to that being waged now in the Dominion generally namely, the battle between necessity and luxury. It has been a case of pressing constantly the fact that the Railways, as a necessary service, have been hindered in their effectiveness by patronage given to competitors who have provided a luxury service largely at the country's expense, and to present the facts so that the public could see the dangers of such competition and its ultimate effect upon them as taxpayers. The national value of the railways—their importance in the life of the community—is such that it has become a patriotic duty, as well as a matter of personal advantage, to give them all the support possible.
The Railways have to supply a definite quantity of carrying capacity for passengers and freight, and any of this capacity which is not used is wasted. It is the “perishable” nature of this carrying capacity that must
net revenue. It is considerations such as these which warrant every effort in publicity to induce the public to make greater and greater use of their own railways.
In stating the railway case detailed particulars have been set before the public in a series of special publications. Amongst these have been:—
“State Railways of New Zealand”—an illustrated review of the system.
“Picnics by Rail”—in illustrated booklets and folders.
“Cruising by Rail”—descriptive of the special railway cars available for hire to private parties.
“Romance of the Rail”—two books containing the story of the main lines in the North and South Islands.
“Freight by Rail”—telling of the kind of service and timetables supplied for goods traffic.
“Seeing New Zealand” by Rail”—two specially designed contour maps, in full colour, to illustrate the kind of country through which the railways run and the important arterial services they supply.
Besides these, numerous folders and booklets are constantly being prepared and sent out, either by direct mail or through special channels of distribution, to deal with places of interest to visitors, special events, etc.
An important section of the Publicity Branch is the Photography and Plan Printing division, which supplies all the principal photographs for railway publicity purposes in the local press, the “Railways Magazine,” or for use overseas.
This division also does the helio and blue print reproduction of plans, etc., for the Railways and for a number of other Government Departments, besides any photostat printing and binding of miscellaneous papers, etc., which may be required by the Department. The speed with which the needs of various Branches can be met for helio, blue print, or photostat reproductions is an important feature of efficiency in this section of the Railways Publicity Branch.
The head of a publicity body is diffident about commending the efforts of his own organisation, but in fairness to the associated staff is is only right to mention the frequent expressions of appreciation of the work by competent critics outside the Department. They have declared that the Branch has achieved and maintained a high standard in its newspaper advertising, posters and various publications. This appreciation is also indicated by the strong persistent demand for the Branch's publications, photographs and blocks for utilisation in other publications in New Zealand and overseas.
Just forty years ago, the last stretch of broad gauge (7 feet) tracks on the Great Western Railway of England was pulled up and replaced by 4ft. 8 ½in. track, similar to that employed by the other English lines. This event marked the turning point in what was known as the “Battle of the Gauges.” In his current Letter, our Special London Correspondent makes reference to this phase of early railway development, and relates an interesting story of the method adopted by a German railway guard, off duty, to secure increased traffic for his railway.
The gauge of 4ft. 8 ½in. was selected for the pioneer railways by George Stephenson and his associates. This measurement was the distance between the centres of the ancient Roman stoneways, traces of which still exist, and also the distance between the wheels of the old coal wagons that carried the produce of the North of England mines. One English railway, however—the Great Western—departed from the conventional gauge of 4ft. 8 ½in. Isambard Brunel was the engineer of this system, and he was a firm believer in a wide gauge that would permit of the employment of roomier carriages and locomotives with boilers pitched well down between the wheels. In its own way, the 7ft. gauge of the Great Western possessed many advantages. Unfortunately, the position of the Great Western in time became untenable, as it was an impossibility to operate through trains or vehicles between its system and neighbouring lines. To get over the difficulty, Brunel laid a third running rail between the two broad gauge rails, so that trains of either 7ft. or 4ft. 8 ½in. could be handled. This, however, was only a temporary measure. Lengthy sections of track were by degrees converted to the Home railway standard gauge of 4ft. 8 ½in., the last stretch to be altered being that between Exeter and Penzance.
Railways in many parts of the globe today are built to the 4ft. 8 ½in. gauge, 67 per cent. of the world's railways being so constructed. The metre gauge is the second most favoured dimension, representing 10 per cent. of the world's railway trackage. The 3ft. 6in. gauge, as employed in New Zealand, South Africa, Japan, Queensland, Western and South Australia, comes third on the list of most popular gauges. Below 3ft. 6in. there are railways in different parts of the globe built to all gauges, down to as low as 1ft. 3in. Among toy public railways of tiny gauge are the famous Ravenglass and Eskdale; and Romney, Hythe and Dymchurch systems, that come as a constant joy to every overseas railway visitor to the Homeland.
During the present tourist season big efforts are being made by the Home lines
It is the intention to reproduce the designs in the public time-tables and other railway publications, and travel agents in all foreign countries are being invited to insert an explanatory list of the signs in their publicity matter. The idea appears a particularly happy one, and is typical of the go-ahead fashion in which the Home railways are out to capture business.
One of the principal points of entry into Britain is the Port of Southampton, and improvements put in hand there by the Southern Railway will greatly facilitate the handling of passenger business. The works include the abolition of level crossings, and the provision of four tracks through Southampton West passenger station. The existing up and down tracks through the station will in future both be utilised for up traffic, while the existing down platform is to be extended and converted into an island platform, 35ft. wide and 910ft. long. New waiting and refreshment rooms will also be provided. To the south of the new island platform there will be installed two new tracks for down traffic; and southward of these new tracks there is to be built a new down platform, with commodious ticket offices, waiting rooms, refreshment rooms, luggage offices, etc.
The whole of the railways and docks at Southampton are owned and operated by the Southern Railway, the third largest Home line, with headquarters at Waterloo terminal, London. Features of the port equipment are the huge wet docks capable of accommodating the largest liners, and the enormous dry dock—the largest in the world—which proves
A feature of the current European passenger time-tables is the augmentation of fast train services in Switzerland and Central Europe for the benefit of the tourist. One of the most interesting Swiss summer trains is the “Golden Mountain Pullman Express,” running between Montreux and Interlaken. This train de luxe claims to be the most luxurious Pullman train in Europe, and also the first mountain Pullman train in the world. It operates over the metre-gauge Montreux-Oberland Bernois Railway, a difficult mountain line embracing many stiff gradients. Four long zig-zags carry the track out of Montreux, and in the first eight miles the train climbs 2,500ft. Summit level is 4,173ft. above sea level, and the line passes through some of the most picturesque alpine scenery.
Two eight-wheeled electric locomotives haul the “Golden Mountain Pullman Express,” and the train normally is composed of two or three Pullman cars, a restaurant car and a luggage van. The car windows are carried right up to the roof, with the object of affording passengers an unrestricted view of the scenery passed through. The whole train is really a wonderful palace on wheels.
In recent years increasing attention has been paid to the many problems associated with the growing demands made upon track and roadbed by heavy locomotives and rolling-stock, and high train speeds. At Home the four group railways have accomplished much in this direction; now the German lines have gone a step further and established, at Cassel, a special laboratory for making exhaustive tests with railway ballast of various kinds.
In the course of a normal year, the German railways spend forty million
The German railwayman is generally recognised as being most efficient and painstaking, and for his keenness to aid the management in every possible way. From recent experience your correspondent can vouch for this. The German lines have their own staff of traffic canvassers on both the passenger and freight sides. The sole job of these canvassers is to seek out business and maintain friendly touch with traders and the general public. These regular canvassers are backed up by every one of the 700,000 employees, from divisional officers to track labourers, all of whom are ever on the alert to secure traffic and develop friendships with potential railway users.
As an example of this, while the writer was standing recently in a Cologne street, admiring an attractive German railway poster, a well-dressed civilian approached, and after taking off his hat and apologising for the intrusion, began, in excellent English, to dilate upon the excellence of the particular railway service referred to in the advertisement. It turned out the man was a railway guard off duty, and the incident came as a striking object-lesson in the art of voluntary traffic solicitation.
From the N.Z. Farmers' Co-operative Association of Canterbury, Ltd., Christchurch, to the District Traffic Manager, Christchurch:—
Now that the 1931–32 Wool Season is over, we take this opportunity of placing on record our appreciation of the excellent service which we have had from you during the past five months. In this we particularly refer to the excellent supply of trucks and sheets which have been at our disposal during all periods in which wool was loaded out at a very rapid rate, following each Wool Sale.
We would like to mention that your Mr. Ayling has been a particularly good friend to us and we congratulate your Department on its excellent service and courtesy of its staff.
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From the Secretary, Manawatu and West Coast Agricultural and Pastoral Association, Palmerston North, to the General Manager of Railways, Wellington:—
I am directed by my Committee to pass on to you the following resolution carried unanimously at the Annual General Meeting of Members held recently:—
That a special letter be sent to the N.Z. Government Railways expressing thanks for and great appreciation of the excellent work done by the Department in connection with the two Annual Shows held during the year just ended.
The relationships between this Association and your Department are most cordial and it gives me very sincere pleasure to convey the foregoing resolution.
From the President, Kiwi Joggers Inc., Christchurch, to the District Traffic Manager, Christchurch:—
We wish to express our thanks to the Railway Department for the assistance given us on our recent tramp on the Coast.
We found your officials extremely obliging and courteous and the arrangements made for us were very much appreciated by our members.
Also we would say how pleased we are with the encouragement you have given to tramping through the running of excursions to Motukarara and we hope that they have proved as profitable as they have proved interesting.
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From the Chief Produce Officer, New Zealand Loan and Mercantile Agency Company, Ltd., Wellington, to the Stationmaster, Lambton, Wellington:—
We wish to thank you for your courtesy in ringing up Johnsonville and arranging for a message to be handed to our Mr. McWhinney, who was travelling on the Napier express.
Your action enabled us to forward on an important message without delay.
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From the Revd. Father Jas. J. Riordan, S.M., Catholic Mission Station, Otaki, to the General Manager of Railways, Wellington:
I should like to convey to the officers of your Department at Otaki my sincerest thanks for the consideration, assistance, and courtesy accorded me during the recent Jubilee celebrations of the Very Revd. Father Melu.
I feel I owe this recognition to the Stationmaster and his courteous staff.
The “Advertiser's Weekly” reports that concrete results of the “Buy British” campaign are now beginning to come in from every part of the country. The results have been collected by means of an impartial shop-to-shop inquiry carried out recently in London. The exhibition of posters similar to the one reproduced in miniature on this page, is another phase of the “Buy British” campaign. These posters are now displayed on the walls of many factories in England and make a definite appeal to employees to “buy New Zealand goods” and thus keep trade within the Empire.
A multiple grocer's shop in Victoria St. London, reported that 90 per cent. of their customers are asking for Empire goods. A big men's outfitting shop said that 40 per cent. of their customers deliberately ask “Is it British?” A man who had bought dress gloves refused to take them because they were foreign.
Customers invariably look at the mark of origin when they buy matches. This was the experience of a tobacconist in Kingsway, who also stated that Empire tobaccos were attracting very much more attention.
A ladies' handbag shop in the Strand said that women were asking for British bags, but added that “younger girls still take foreign.” The manager of a big store in Oxford Street said that 90 per cent. of the women wanted bags of British origin.
In the provision and fruit trades there is a large increase in the demand for Empire goods. One of the biggest fruiterers in Covent Garden said that he was finding it almost impossible to dispose of his foreign stocks, and several foreign orders had been cancelled. He quoted the example of a big West End provision store whose buyer had always ordered foreign grape fruit. He has now switched over to Jamaica grape fruit and placed a weekly order for 75 cases.
A buyer for one of the biggest grocery wholesalers reported that his travellers were being so bombarded with requests for supplies of Empire goods that he had run out of some lines.
“It is not a question of selling Empire bacon, but of obtaining sufficient supplies,” the director of a firm of importers said.
An enormously increased demand for British goods is reported in the provinces, North and the Midlands. In Birmingham over 100 branches of co-operative societies are showing only Empire goods. Foreign potatoes have been returned as unsaleable in Liverpool.
In Wolverhampton, the principal firm of grocers reported a 60 per cent. increase in the demand for Empire goods in the country, and a 50 per cent. increase in the residential area. Empire wines have a record sale in Bristol.
The locomotive framestay is an important casting which supports the sides of the locomotive frame and the smokebox. If this casting is to pass its tests successfully, and stand up to its subsequent work in service, it must be fabricated from the highest quality of steel. Paradoxical as it may seem, the steel required for the purpose is manufactured from scrap and waste material from the engineering shops, the process being rendered possible by the use of the modern electric steel-making furnace.
How does it come about that the scrap material referred to is transformed into the first-class casting of the highest quality steel, shewn in the illustrations accompanying this article?
In the first place plans of the casting are made. From these plans a model, exact in size and detail to the original design, is made in wood. The model is called a pattern, and is the work of the patternmaker. The pattern is then placed in the sand until a perfect imprint of it is obtained. This work is carried out by moulders, who reinforce the sand with nails, treacle, and fine silica flour, until it is strong enough to stand the ravages of molten steel, which will surge in later and fill every nook and cranny.
Now for the steel, which will compose the casting. Since it requires to stand up to certain loads and vigorous treatment in service, the steel must be strong and ductile. The prescribing of the steel is the work of the chemist, who juggles with the carbon, sulphur, phosphorus and other ingredients until a preconceived arrangement is reached, thus guaranteeing that the steel will stand up to its tests.
All is now ready for the casting, in conjunction with which test bars are cast. These bars are later removed and tested before the process of completion of the casting is taken to a further stage. After the casting of the steel, the mould is allowed to cool off, and the sand is then knocked away, leaving the casting as shewn in the illustration (right). The total weight of the casting as shewn, with runners and risers complete, is 28 cwt.
The runners and risers are used to balance the “draw” of hot metal. The metal contracts in cooling, and the skilful allocation of the runners and risers prevents the casting from cracking.
The tests of the steel in the case of the framestay shewn in the illustration, came out as follows: —
The steel also withstood cold bending through 180° without signs of fracture. Altogether the steel was a high grade article, and met the rigorous specifications which guarantee efficiency and safety.
From the analytical data, the chemist was able to prescribe the temperature at which the casting was annealed, which was 1580° F. maintained for a period of ten hours. The annealing brings the casting to its full strength and ductility, and gives it good machining properties not possessed by unannealed steel.
After annealing the casting must be fettled and dressed ready for machining operations. This process, quite a problem in itself, involves the removal of the runners and risers, which in this case weighed 6 cwt.
The economical removal of the runners and risers is made possible by the modern invention of the oxy-acetylene flame, which cuts through the unwanted masses of steel like a spoon through custard.
The cleaning of the casting is another problem, happily and cheaply overcome by the sand blast method. An operator, protected by helmet, goggles, a strange protective uniform and high boots, and breathing from an airline from a supply of pure air, looks like an apparition from another world as he approaches the casting with a gun which shoots a stream of sand at high velocity. The casting is thus cleaned quickly and efficiently.
After the cleaning operation the casting weighed 21 cwt., and was handed over to the machinists, who perform skilful surgical operations on the casting until its size and form is perfect to the original design. The casting is then handed over to the erectors who, with every confidence, put it in its destined position on the new locomotive.
“She's a good job, that framestay,” said the men who handled it, and the inspectors who approved it.
Our most beautiful of mountains, Taranaki—its ancient name is to be preferred to Egmont, which fits it not at all—has excited the admiration, and more than admiration, of all Japanese visitors to New Zealand. Japanese sailors in steamers crossing the Tasman Sea have gone down on their knees in worshipful obeisance at the sight of Taranaki's snowy peak rising from the waters, because it reminded them so of their own sacred Fujiyama. When the two Japanese warships left Wellington lately for Fiji, Admiral Imamura took his course up the West Coast in order to get a close view of the mountain of which he had heard so much from earlier naval visitors. He so timed his departure, apparently, as to be off the Taranaki coast at daylight in the morning. I should like to have been on board the Jap. ships that morning when the glorious peak stood revealed with the first of the sunlight setting its snows aglow.
New Zealanders, it strikes me, could well take example from this keen poetic appreciation of the beautiful, a sense of the spiritual which is very strong in the Japanese people and too often lacking in our own. The Japanese reverence lovely things; they do not hack and burn and destroy their native forests and plant ugly and depressing pinus insignis and macrocarpa in their place.
In spite of the efforts of societies and a few far-seeing citizens, this kind of destruction still goes on in places where the bush is not only the best crop that the soil can produce, but where its preservation gives an essential beauty to the landscape. Our mountains in particular are suffering. Taranaki, fortunately, has its inalienable circular belt of forest, but many lower ranges and peaks are being stripped of their clothing of trees and ferns and all the varied life of the indigenous woodlands. Pirongia mountain, in the Waikato, comes to mind at the moment as an example. Originally it was covered with forest almost to its base, a noble picture from the Waipa Plain. Settlement of a kind has been permitted until its slopes are gradually being denuded. It is the water catchment area for a wide district, and the destruction of the forest imperils this purpose, for what reserves have been made are insufficient. Pirongia is an object-lesson; there are others.
There is a greatly gratified Maori wheat-grower in the King Country, an industrious and enterprising farmer named Hurore Moerua. He put down a hundred acres in wheat, emulating the grain-growing toil and profit of his chieftain grandfather, and lately he disposed of the harvest. He received a shipment of flour from the millers, and a report from the wheat research authorities stating that his wheat had yielded 77 per cent. flour, the highest for the Dominion, and also that the flour secured the highest baking score for the Dominion.
So a Maori agriculturist has the satisfaction of knowing that he has beaten all his pakeha fellow-farmers at their own job. Moerua's top score is all the more noteworthy because he could not afford to purchase any fertiliser; he sowed the seed on an unmanured piece of land, a few miles from Te Kuiti. He worked the ground well before sowing, and he reaped the reward of his industry. Kia ora, Moerua!
Bellbirds from the Little Barrier Island sanctuary were recently liberated in the Waitakere Ranges, Auckland's Blue Mountains on the West, and it is expected they will thrive there if they are satisfied with the food supply in the form of berry and nectar-containing flowers. A good deal can be done by our bird-lovers to encourage both the bellbird and the tui by planting suitable food trees and shrubs in parks and gardens. Not only are native trees acceptable to these silver-tongued chimers which town-dwellers so seldom see or hear. The birds have discovered the merits of some kinds of Australian eucalypts, and they are quite fond of flowering gums. Such places as Akaroa—as was mentioned in a Railways Magazine article recently—Rotorua, Cambridge, and other well-planted towns are attractive to the birds, and it is very delightful to hear the rich full notes of the tui and the tinkle of the korimako close to the homes of man. An Auckland nature-observer said the other day that he had seen the bellbird obtaining nectar from a flowering gum in one of the Rotorua streets.
The kotukutuku, or native fuchsia, with its plenitude of fruit, and the kowhai are two particularly enticing shrubs for the honeysuckers, and the pohutukawa is, of course, a great draw for the birds if it is planted in considerable groves.
Looking through some reminiscences of a pioneer colonist, the late Mr. John Collier, who formerly lived at Wainui-omata, near the source of Wellington's water supply, one noted mention of the dramatic era of raids and alarms when Wellington town nightly feared an attack by Rangihaeata's warriors. That was in 1846, the year of the war in the Hutt Valley. Collier was then living at John-sonville, where the railway now goes over the hills in rear of the Capital City. Collier was one of the settlers engaged on military duty, and in sawing planks to build a small stockade, as a shelter for the women and children in the event of attack. While the timber was being got ready and the refuge place put up, his wife and two children camped in the shelter of the bush at night. “I used to go in the daytime,” he said, “and look out the best place I could find, and when about half dark my wife would take a child in each arm while I carried the bed and a couple of blankets, and the three would coil up together under a tree. I had to caution her not to let the little ones cry during the night for fear of any Maoris being about.”
Look out from your train window as you go through pretty Johnsonville now and give a thought to the past, when the bush was at once a place of peril and a shelter, and when any moment the night silence might be split by a volley from a lurking band of Maori musketeers.
The facilities for exploring Tongariro mountain, with its numerous craters, its blue lake, and its innumerable hot springs, have been increased lately by
puias is a water of healing. Pakehas and Maoris crippled with rheumatism have been cured by a course of Ketetahi bathing. But conditions are rough at present; what is needed there is a comfortable little accommodation-house.
In the meantime Ketetahi is a particularly interesting corner for the amateur explorer, with just enough danger about it to compel caution. We used to ride up from the Maori village at Otukou, passing through that alpine settlement of native sheep-farmers, Papakai, with its sheltering. belt of bush, and tether our horses in a tussock gully just below Ketetahi. Really Tongariro mountain itself is the most attractive part of the great Park for those who like to “potter round” and avoid the exertions of the “Excelsior” Brotherhood.
A recent article in an American magazine on the ethics and amenities of place names seemed to me to make some very good points and to indicate principles by which we might profit in New Zealand. Most of our nomenclature has already been fixed, but there is always room for improvement and reform in some directions, and every now and again new townships are founded and new schools and post offices established. The U.S.A. writer scarifies his country for over-doing the “New” this and that as a prefix and the “Ville,” and the “City” as affixes. We have several unbeautiful “'villes” ourselves, and sundry imported names, such as the two Palmerstons, for which there is no reason or excuse whatever. It has often been urged that “Palmerston North” should be discarded in favour of the rightful district name, Manawatu, which would be an excellent name for the city of the fertile plains. Some day the change is bound to be made by an enlightened community which has come to realise the incongruity of such names.
Another comes to mind—Ostend, the egregious title given to a Bay of Waiheke Island, in the Hauraki Gulf, now a popular week-ending place, displacing a perfectly good and historical Maori name. There should be some means of restraining the layers-out of new townships from inflicting such names on a New Zealand landscape.
It is not often that the story of commercial enterprise and achievement based upon strict adherence to historical data can be told with all the glamour of a romantic novel; yet this is what Mr. R. G. MacBeth had done in the book just published under the above title. Three hundred and fifty octavo pages of well-printed letterpress—every one of them essentially readable—and a number of telling illustrations shew how facts may be presented in their most pleasing form in relating the tale of what was really a magnificent adventure—the building of the great trans-continental railway known the world over as the “C.P.R.”
It tells how Joseph Howe—orator, poet and statesman—in 1851, made the following remarkable declaration: “I am neither a prophet nor the son of a prophet,” he said; “but I believe that many in this room will live to hear the whistle of the steam engine in the passes of the Rocky Mountains, and to make the journey from Halifax to the Pacific in five or six days.” This only twenty-two years after Stephenson's “Rocket” was built!
Old political battles that had to be won before railroading on the gigantic scale conceived for this undertaking could be proceeded with, are retold in a new, attractive way. Names of the political giants of those days, Sir John A. Mac-Donald, Alexander MacKenzie, Sir Charles Tupper, are recalled vividly to mind, and then the work of the engineers. Marcus Smith, Walter Moberley, Donald A. Smith, and the host of others who gave of their best in driving through this Homeric enterprise, from the 'sixties onward, is graphically recorded.
In 1881 the contract with the Canadian Pacific Railway Company was put through Parliament, and its first President, Lord Mount Stephen, set the pace and laid the course so ably followed by his successors in that office, Sir William Van Horne, Lord Shaughnessy, and Mr. E. W. Beatty. Of Van Horne, James J. Hill (probably the best known of all railroaders on the American Continent) said: “You need a man of great physical and mental power to carry the line through. Van Horne can do it. But he will take all the authority he gets and more; so define how much you want him to have.” So, Van Horne became suddenly “the organiser of an army—not for destruction but for construction—a great mobile force which was to move steadily forward under the direction of his genius and daring. That army was to use high explosives and unbounded physical energy, but it was with a purpose to enrich and not to devastate the country. It was to use ploughshares instead of swords, but its victories were to be certain and enduring. The fight was to be hot and at times the line would waver, but there would be no retreat.”
After facing and overcoming incredible difficulties, the line was built, and the first train arrived at Vancouver in May, 1887.
From 1899 until 1918, the line was under the Presidency of Lord Shaughnessy, when Mr. E. W. Beatty succeeded him as President of “an enterprise which belts the earth as a contributing element in the onward march of the human family. There is still romance and fascination in the countless activities of an organisation with whose continued prosperity is wrapped up the welfare of numberless homes and uncounted legions of human beings. The contemplation of the future of this world-encircling enterprise introduces us to a realm of mystic adventure whose limits are undefined, being beyond the power of finite intelligence to estimate.”
The book is printed by the “Ryerson Press,” Toronto, and should form a valuable historic addition to any library.
A thousand feet above sea-level, enclosed in a snow-tipped ring of hills and ranges, the Hanmer Plain, with its warm mineral waters of healing and its pleasant and health-bringing climate, has a high reputation as the Spa of the South Island. It is particularly a resort for city people who seek a quiet and nerve-resting change.
Mani-Rauhea, which means “Plain of the Shining Tussock,” is the old Maori name of Hanmer Plain, set high in the sheep-country where North Canterbury merges into South Marlborough. “
Now Hanmer presents a different face. It has farmhouses and great tree plantations, orchards, gardens, and a township where the interest centres in the Government Spa, built at the place where warm mineralised waters bubble up, one of several places in the South Island where hot waters spring to the surface near the main dividing range.
The quantity of mineralized hot water welling from the earth at the Spa is but a trickle as compared with the vast volumes of boiling water pouring out at Rotorua and a hundred other points in the North Island thermal country. The springs of Hanmer, however, are not to be despised even by those who know Rotorua and Taupo; they have their undoubted virtues, and the flow was many years ago considered
wai-ariki of the South. But of scarcely less value is the Hanmer tonic, which comes in no stinted quantity, the gloriously pure, fresh upland ajr, and with it the nerve-soothing quiet of the place, the restfulness; these make a stay in the Hanmer country a feast of health and solace— a beautiful state of repose, best of all medicines for brain-fagged men and women, broods over all this free country. There are social life and amusements of many kinds at Hanmer, but the maximum benefit can be obtained only by developing a habit of country expeditions and long hours in the breezy open.
There is a suggestion of dreariness in the landscape which possibly strikes the visitor on his first visit to Hanmer. But this impression vanishes as the stay is prolonged. The grassy plains, the tall cabbage palms that dot the hillsides and the river straths, like great pencils with frayed-out fuzzy heads, the glinting course of the rivers, winding through wide beds of grey shingle, the snow-streaked ranges, all have their graces. The lucid air, the ever-changing play of light and colour, are delightful to the senses.
There is much to interest the traveller on the Christchurch-Hanmer run. The way is through farm country of North Canterbury, the limestone downs and bold rock formation of the Weka Pass, on into the valley of the Waikari, across the strongly rushing Hurunui River, over the Amuri Plains, with their great sheep runs, and finally through the varied scenery of the Waiau, until at Hanmer Plain the altitude is 1,000 feet above sea level. The railroad ends at Waiau township, whence there is a short motor drive to Hanmer Spa. A fine lofty iron bridge spans the Waiau River.
Visitors to the Spa who are interested in our native flora will have many interesting hours botanising on the hills which surround a large part of the plain, which is rich in sub-alpine plants. These flowers are to be seen in bloom during December and January. At the Spa there are facilities for recreation, to which the salubrious climate adds a zest.
The Weka Pass, a depression in the limestone country which the railway traverses, holds interest for geologists and antiquarians. In some rock shelters or shallow caves here there are primitive paintings done in kokowai, or red ochre, by some ancient tribe of Maoris or their predecessors. There are copies of these in the Museum in Christ-church. Near the Pass is Glenmark, a homestead of some fame, because here was discovered a great collection of bones of the extinct moa bird. The bones were transferred to the Museum by Sir Julius von Haast, the geologist, who was practically the founder of that great institution.
Dear Girls and Boys!
Isn't this a splendid surprise?
You see, the Children's Gallery is so popular that everyone is wanting to know more about the bright young Railway people.
Would you like to be one too?
Any girl or boy, anywhere and any age, is warmly welcome to write to the Children's Section of this Magazine.
Your news and ideas are needed to help our two pages along.
Trainland is yours—yours to write for—yours to read about and yours in which to make new and interesting friends.
We will be using our real names instead of pen-names, so that we will all know one another when we meet on our travels.
Now, I wonder who will be the very first one to write? I will tell you next month!
With happiest hopes for Trainland's future,
From your new friend,
Beula Hay.
Was there ever a boy or girl without at least one hobby? What is yours? Every month this corner will be kept for chats about hobbies.
This is a hobby which needs the keenest observation. Young stamp enthusiasts have often been the means of discovering forgeries and assisting postal officials.
A stamp collector finds it necessary to study the currency of nations; the different methods of printing and the many varieties of paper. Collectors learn much concerning different shades of colour, inks and dyes, and collectors also study postal history and postal methods as well as many other fascinating subjects.
Apart from all this, stamp collecting is interesting because most girls and boys want to collect things. Every boy's pockets are chock-full of odds and ends.
Who wants a free holiday trip during the school holidays?
You do? Why yes! Of course!
Well, whatever you do, don't miss next month's “Railway Magazine.” In it will be the first of our fine competitions for you children.
And the prizes! Everyone will be talking about them!
One of the most exciting movies showing in the picture theatres at present is all about a Chinese express. Bandits there are a-plenty and when this train is suddenly pulled up at dead of night the passengers think it is another hold-up and out of the carriage windows they pop their sleepy heads to investigate.
But it is not a bandit hold-up after all. It is only a cow and her little calf standing on the railway lines. And the time they take to move them! The Chinese will not let their animals be frightened or disturbed because, over there, they are so very valuable. When the express, with its hiss-hissing of escaping steam, does thunder on, fowls which have been roosting on the rails are sent flying in all directions.
This reminds us of what people told George Stephenson, the man who invented the railway engine. They said that the smoke from his engine would poison all the farm animals, cows, hens and pigs and that birds would drop dead, killed by the fumes. Men of importance also said that the engines would burst and blow the trains to pieces and that they would set fire to the countryside as they passed.
When George was building his famous “Rocket” he had all kinds of ridicule hurled at him. However, his beloved “Rocket” won the £500 prize which was offered to the man who made the best engine. It drew a load of thirteen tons at as high a speed as twenty-nine miles an hour. A remarkable achievement at that time.
In the south-east of England is to be found the Romney, Hythe and Dym-church Railway. This railway is of more than passing interest, in that it shares with the Eskdale Railway, in the north of England, the distinction of employing the narrowest gauge used at present for railways conveying passenger traffic, the gauge being 15in.
The construction of this unique railway, which has 8 ¼ miles of track, was commenced in 1926. Captain J. E. P. Howey, the famous racing motorist, is associated with the enterprise in the capacity of Chairman of the company.
The most remarkable feature of the railway is that it utilises scale model locomotives one-third full size of the actual standard gauge machines. The line is double tracked throughout. Practically the only class of revenue earning traffic is gained from transporting the holiday passengers in the summer months. A restricted service, worked by a small petrol-driven car, is maintained during the winter period for the convenience of local residents.
The main terminus at New Romney is rather an elaborate proposition for so small a line. Four platforms are provided, a signal box (with 17 lever frame and full tappett locking), numerous points, crossovers and signals, and even an overhead bridge for foot passengers. It is doubtful whether other than sight-seers who wanted to obtain a good view of the station would utilise the footbridge when they wished to cross the tiny tracks! At each terminus a turntable is provided for the locomotives. Owing to the small size of the engines the driver has to ride on the front of the tender, with his feet protruding into the cab. During inclement weather it is possible for the driver to edge up closer to the boiler and obtain a certain amount of protection by sheltering under the large cab roofs provided on all the miniature locomotives.
The little railway had an auspicious informal opening in August, 1926, when H.R.H. the Duke of York, acted as driver of one of the first trains. Since then many well-known people, railway officers, and others, have been at the throttle at one of the locomotives. Mr. H. N. Gresley, Chief Mechanical Engineer of the L.N.E.R., and designer of the wonderful high-pressure express locomotive described in “Our London Letter,” in a recent issue of this Magazine, takes a keen interest in the line, and has driven the locomotives on several occasions.
The rails in use are of flat bottomed section, 24lb. to the yard. The largest engineering feature on the line is a skew bridge of 56ft. span over a deep drainage canal. Trains usually run at forty to sixty minute intervals, a more frequent service being provided on Sundays. The trains usually take half-an-hour to cover the distance of 8 ¼ miles.
The locomotives (which all bear appropriate names) of the Romney, Hythe and Dymchurch Railway, number eight. Two are of the eight-coupled class, with leading bogie, very similar in appearance to the X class engines in use on sections of the Main Trunk Line. A small four-wheeled engine of German origin and used for shunting duties, is known as “The Bug.” The balance are six-coupled outside cylinder locomotives, resembling in miniature very closely our well-known Ab class engines, except that they do not have a tender with circular water tank. Two of the six-coupled class engines have three cylinders, No. 7 “Typhoon” and No.
A large proportion of the passenger rolling stock is four-wheeled. They are roofed, but open at the sides. Entirely closed-in vehicles are used in the winter months. The engines take loads of twenty to twenty-two cars, fully loaded, and reach a speed of about 30 m.p.h. on level straight sections of the road.
In parts of Europe, notably in Switzerland, Italy, Austria and Germany, mountain railways are a feature of transportation. Of the many clever systems of movement favoured, cable railways rank as the most important alternative to the ordinary conventional railway in districts where normal methods of transport would be impossible.
A cable railway which promises to prove of the greatest utility in opening up the Swiss winter sports district of Davos is now being constructed from Davos Dorf to Parsenn-Weissfluhjoch. This will be the highest funicular railway in Europe, and it is to be built in two sections. The first, 2,070 yards long, will have a rise of about 2,100 feet, and the second, 2,300 yards long, a rise of approximately 1,500 feet. The first section is practically complete, and with the passing of the heavy snows the second section will be tackled. Intermediate and upper stations on the line will be provided with electric equipment for the haulage of cars up and down the cable. The track, upon which the cars will run, is of 2ft. 7 ½in. gauge, and most of the track is embedded in concrete. Travel in these quaint cable railways of Central Europe affords a convenient and comfortable means of scaling what would otherwise to most people prove quite unclimbable heights.
(Continued.)
On 7th April, 1868, Mr. Moorhouse advised the Provincial Council of his intention to resign the position of Superintendent on account of the pressure of private business. At the consequent election, on the 22nd May, Mr. W. Rolleston was elected Superintendent.
There had been some criticism in the Provincial Council regarding the cost of the railway works, and the manner in which they were being carried on. From time to time questions were asked, resolutions moved, copies of vouchers and correspondence called for, and proposals made for enquiry by the Council, particularly as to the manner in which the contract for the Great South Line was being performed. Finally, on the 19th February, 1868, a select committee of the Council, consisting of Messrs. F. E. Stewart (Provincial Secretary), Hawkes, Wylde, Maskell, Ormsby, Wynn-Williams and J. E. Brown, was appointed to enquire into and report upon the expenditure on the Canterbury Railways. The Committee reported on 26th March, and on 1st April the Council resolved that a respectful address be forwarded to His Honour the Superintendent praying him to give effect as soon as possible to the recommendation of the Select Committee that a Commission be appointed to investigate the matter.
Mr. Rolleston summoned the Provincial Council to meet on the 4th July for the purpose of dealing with the question of settlement of the claims of the contractors for the Lyttelton-Christchurch Railway. The Superintendent, having obtained the necessary authority for the expenditure, came to terms with the contractors. Then, in response to the address of the Council, he appointed, on 20th July, Mr. Thomas Paterson, Civil Engineer of Dunedin, a Commissioner to report upon the Railway expenditure. Later, Mr. Robt. Symington, merchant, of Christchurch, was added to the Commission, mainly with the object of dealing with the accounts.
The main features of the order of reference were:—To examine and report upon: (a) the expenditure on the construction of the Canterbury Railways; (b) how far the works on the Lyttelton to Christchurch Railway were a faithful carrying out of the contract of 1862, and wherever any deviations from the contract had been made to give an estimate of the cost of such deviations; (c) the
The Commission's report, dated 23rd October, 1868, gives a comprehensive review of the matter under investigation, and is supported by appendices showing the various items of expenditure in detail. It explains that the important character and extensive scope of the enquiry caused the proceedings to be of an arduous and protracted nature. The investigations connected with the engineering division of the enquiry were rendered especially complicated owing to the large expenditure incurred without any regular contract or agreement, and in many cases without drawings or specifications, also owing to the difficulty in obtaining the detailed statements originally appended to the vouchers. Many of these statements appear to have been mislaid or lost. Oral evidence was, however, obtained from several gentlemen, who, from their official positions or immediate connection with the construction of the Railways, were most conversant with the circumstances and arrangements. Members of the Executive Government also gave every assistance and facility.
The report states that the first agreement, dated 1st June, 1861, for the construction of six miles of line for the sum of £240,500, the work to be completed in five years from the date of agreement; that is, before 1st June, 1866. The formal contract in the same terms was signed on 2nd April, 1862. In addition to the main line, sidings were to be provided at three stations. The contract covered all works except the station buildings, and provided for the maintenance of the line and works for twelve months after completion. Subsequently it was agreed to pay £5,000 additional for the work required, to give at the Lyttelton end of the tunnel, a straighter entrance than that shown in the contract plans. The line was not opened for traffic till December, 1867, and the work was not entirely completed when taken over by the Provincial Government on 31st July, 1868.
The Commission stated the actual expenditure on the line (omitting interest and the cost of raising debentures, and the revenue obtained from leasing) as follows:—
A total of (say) £348,312.
The Great South line to Selwyn cost £186,758, including extras of £15,008, chiefly the cost of rebuilding the Selwyn Bridge after it was demolished by flood.
The Ferrymead Branch cost:
The Ferrymead Branch was not a portion of the original contract. On the resolution of the Provincial Council that the line should be constructed from Christchurch to Ferrymead, the Super-intendent agreed with the contractors to pay for the branch portion at the schedule rate for the main line. A contract was let for the wharf, and certain buildings in connection with it, for £6,000.
A sum of £12,341 had been spent upon the Lyttelton to Christchurch line before Holmes and Co. undertook their contract.
With regard to the buildings, it was pointed out that with the exception of a goods shed at Christchurch, built under contract by Bailey and Henwood, all the main line stations and buildings had been built by Holmes and Co. without formal contract. No plan for stations and buildings had been adopted at the outset. The works were executed piece by piece on no uniform system, and only as urgently required. For some portions the Government
The rolling stock was obtained through the contractors, and for this also a charge of 15 per cent, in addition to the landed cost was made. The Commissioners considered this charge excessive, and illustrated that view by quoting the cost of three locomotives supplied on 30th June, 1868, viz:—
To this was added merchant's advance 10 per cent., and engineering supervision 5 per cent., in England and contractor's commission 15 per cent., bringing the price up to £10,694 17s. 5d. The total cost of rolling stock was £43,435.
After referring to the various points of view from which the value of the Railways might be considered, the Commissioners gave a general estimate of value of £456,200 for works which, according to the returns, had cost £520,455. Reference was made to various matters requiring attention. The bridge over the Heathcote, at Opawa, required protection, the piles having been scoured, the Christ-church yard required to be drained, lifted, and ballasted, and the South line had been damaged by running engines weighing over 30 tons on the 65lb. rails. It was recommended that a lighter type of engine be run on the South line.
The station and jetty accommodation at Lyttelton was stated to be inconvenient and inadequate, and until means were provided whereby the cargoes of foreign ships and steamers could be discharged and received direct into and from trucks, the benefits of the railway could not be fully developed. The present incomplete arrangements led to heavy expense in working and added indirectly to the working expenses of the whole railway system.
The engines and carriages were stated to be in fair order, but the wagon stock was urgently in need of overhaul, some of the wagons being hardly fit to run at ordinary speeds. The Commissioners referred to the absence of suitable workshops and machinery for undertaking repairs, and recommended the provision of same at a cost estimated at £2,500.
When this report came before the Provincial Council and was made public, Messrs. Holmes and Co. addressed to the Superintendent a letter, which they asked should be made public, stating their explanation of the matters criticised in the report. They pointed out that when Mr. Paterson was appointed a Commissioner they offered to place at his disposal their records and documents, or alternatively to appoint an engineer of standing to confer with Mr. Paterson during his enquiry. Neither of these proposals was accepted by the Government, though it was apparent that the contractors were intimately concerned with the result of the enquiry. They pointed out that with regard to the buildings they were subject to the supervision of the Railway Engineer, and their prices had to meet with his concurrence. In many cases they were called upon to undertake works which were urgently required and for which materials were obtainable only with great difficulty and expense. With regard to the rolling stock, they were not furnished with drawings and specifications, and had consequently to have these completed in England from such particulars of the requirements as they could furnish. Owing to the distance from the source of supply and the infrequency of communication, they were obliged to obtain the services of some local firm to deal with the calling of tenders in England, and in every case the most favourable tender had been accepted. Further, they had to accept the entire responsibility of lighterage, insurance, and the risks of conveyance over the Sumner bar, which the shippers absolutely declined to undertake, and usually three months' interest on account of the lapse of time between the receipt of the documents and the landing, erection, and acceptance of the goods. Further, much of the work had been undertaken at a period when wages and other charges were very much higher than at the date of the report of the Commission, so that any estimate based on the latter prices was entirely misleading. They claimed that taking all the circumstances into consideration the Government had received good and substantial value for its outlay.
The secret of success is concentration; wherever there has been a great life, or a great work, that has gone before. Taste everything a little, look at everything a little; but live for one thing.—Olive Schreiner.
People who have not yet had an opportunity to enjoy the thrillful snowsports near the Mt. Cook Hermitage should be keenly interested in the special concessions now offered for a trip to the Alpine Wonderland.
Everybody knows, of course, that railway fares have been reduced substantially, but this is not the only saving available to excursionists. The Mt. Cook Tourist Company has cut its tariff, so that accommodation at the Hermitage now ranges from 15/- a day (a reduction of 25%). A further concession of 10% is granted to persons who stay seven days and 15% to those who stay 14 days or more. Instalment payment may also be arranged for accommodation.
Cars leave Timaru on Tuesdays, Thursdays and Saturdays at 12.30 p.m., arriving at the Hermitage at 6.30 p.m. Cars return on Mondays, Wednesdays and Fridays, leaving at 7.30 a.m., to connect with express trains north and south.
“The wonderful opportunity which the whole of this alpine country offers to New Zealanders,” remarked a famous mountaineer, Mr. L. S. Amery, “seems to me to have been hardly realized.
“I see no reason why, like the Swiss, New Zealanders should not find their main recreation and training in mind, limb, and courage in their own beautiful mountains. There is an unlimited scope there for holidays of infinite variety and interest, well within the means of every class.”
Winter at the Mt. Cook Hermitage is a season of merriment, indoors and out.
After happy hours of ski-ing, tobogganing, skating, glissading, amid peerless scenes of sparkling majesty, the holiday-makers have the roaring log-fires, songs and stories and radio-music, and dancing, billiards, and cards.
Cosy huts at the principal glaciers are bases for thrilling glides on far-reaching snowfields, and the fireside nights in those lonely outposts have their own special charm.
Norwegian and New Zealand ski experts are available for the coaching of novices, who soon learn how to glide swiftly over the snowfields.
Arrangements have been made for two big Winter Sports Championship Meetings at the Hermitage. The first will be on 22nd and 23rd July and the other 29th, 30th and 31st August. Each programme will include a 14-mile crosscountry race, down hill, salom, relay, ribbon and novelty races, ski jumps and races for beginners.
Mr. Frank Pick, Managing Director of the “Underground” group of British railway companies, and recently elected President of the Institute of Transport, made some thoughtful comments upon changed attitudes in transport in a recent speech.
“The Road vehicle,” said Mr. Pick, “as a serious element in the provision of a complete system of transport, was practically non-existent prior to the War, but to-day there is in existence a very considerable system of transport represented by road vehicles, and a system which has never yet been made a consistent part of a complete scheme of transport for the country as a whole. It has grown up by itself; it has grown up alongside the railways, and the time has come when those engaged in transport should ask themselves whether it ought not to be made a part of that one system of transport which is all the country can afford in these impoverished days.
“I look back to the year 1900, when I first entered the railway service. I remember that the problem which was then very much discussed in general managers' offices, and certainly on the old North Eastern Railway, was the question of large wagons—wagons of large capacity. Sir George Gibb had been to America, and had brought back a large mass of data upon the use of large-capacity wagons in the United States. All that data was passed over to me, and I was told to digest it and see what sort of a case could be made out for large-capacity wagons. Knowing that Sir George Gibb desired that there should be a good case for large-capacity wagons, I certainly produced one! I remember analysing at great length the pick-up traffic on the Chicago and North Western Railroad, and I illustrated how successful they were even in massing together small consignments into large box wagons and securing satisfactory results in the case of their trains, which ran westward from Chicago. When one looks back on the efforts which were made in 1900 to justify large-capacity wagons, and when one looks at what is the most popular unit of transport to-day, one is bound to confess to feeling a little shocked. What has happend to the railways is that much of their traffic has gone to the roads; at least, that is what the railwaymen say, though personally I do not feel so satisfied about it. There is certainly, in any case, a great deal of traffic on the roads, and that traffic is not traffic which can be put into large-capacity wagons.
“From considering the problem of large-capacity wagons I was set to deal with the problem of how longer train-loads could be obtained. That meant larger locomotives, and the use of larger locomotives meant re-building the bridges and re-aligning a great deal of the track. Altogether, it speedily came to involve such a large programme of work that it, obviously, had to be abandoned. Again, if in those days boards of directors had been induced to have those larger locomotives and to carry out the requisite widening works, the results might have been even worse than they are to-day, because the capital of the railways would have been considerably increased, without, presumably, a corresponding increase in their efficiency to-day. The whole attitude in regard to railway transport has, in fact, been reversed during the past thirty years. The effort at the present time is directed to keeping on the railways any sort of consignment, regardless of size, and for that purpose to give a service of quite a different class from that which was contemplated when 40-ton wagons were suggested.
“That change has been occasioned by the advent of the road motor vehicle for passengers and for goods. According to the statistics issued by the Ministry of
You must ….
Keep to the rails, or there will be a smash.
Be on time, or you'll be ignored.
Be civil and courteous, as railway servants are.
Cater for second-class as well as first-class people. Life without democracy would be like a perpetual diet of champagne and oysters.
Observe the rules and regulations of life, or suffer the consequences.
Be content to be shunted on to a siding now and again to let a better “train” go by. Console yourself with the thought that others are frequently shunted to allow you to go forward. Life has main lines and suburban lines, but we can't all travel along the former. Somebody must use the latter.
Finally you must buy a ticket if you want to get anywhere. Nothing but air is free in this life. You can attempt to evade payment, of course, but it's never worth while for every honest person is an inspector.
The other day I was idly glancing at a popular novel of the last century, when the following sentence caught my eye:—“We heard, with amazement and horror, that Claire had left home to take up the duties of a nursery governess.” I smiled with all the superiority of the enlightened year 1932 and sketched an outline of the pathetic careers of numerous “Claires”—forced by circumstances to employ their talents for pecuniary gain—in the only way then permissible—that thankless, pathetic position of a poor little nursery governess. Of course, occasionally the insignificant sweet young thing did attract the attention of the dashing son of the house or faithless husband, who tried to steal a kiss behind the nursery door—for which she was dismissed by an outraged mistress; but all too often she had to sink into the awful obscurity of some country home—though her gifts were many. Perhaps she could paint with a magic brush—what use? No woman slipped across to the Artists' Paradise, Paris, and struggled for fame in the Latin Quarter. Perhaps she had a quick wit and a ready tongue—exercised for the chastisement of her unruly charges; but not desired by the platforms and pulpits of the world. Politics! A strange and magic word to her. If she were of a literary disposition her genius was confined to a minute and carefully kept diary, or to lengthy amusing letters.
Do we realize, I wonder, the tremendous advantages of being born in the Twentieth Century, when every career has opened its doors to feminine devotees, when every talent you possess can be exercised, and, except at the moment, profitably.
A great number of the best novels of to-day are by women writers—no longer necessary to disguise one's sex under the masculine security of a George Eliot or an Acton Bell!
Women lead the way in artistic circles, in the “beau monde” of fashion, as dress designers, etc., and one of the most fascinating and interesting of all occupations has recently claimed its adherents from the ranks of our sex—the position of an “interior decorator.” Women, with their intimate knowledge of homes, are admirably suited for giving advice as to colour schemes, and architectural planning of a house for the convenience of the housewife.
We can say without exaggeration that almost every career once sacred to men has now been equally efficiently carried out by some women. Exceptions are
should receive equality of remuneration, irrespective of sex. There are many careers for which, broadly speaking, men are more fitted, by reason of natural ability, than women, and vice versa. But a combination of the talents of both is ideal, and many business firms are carrying this into effect., employing women—where they can be useful and where they can execute a special section of the work—as architects, decorators, designers, buyers, demonstrators, secretaries and typistes. Everywhere we see them—at the universities, in the shops, in the offices—and still some in the homes!
The nursery governess of the nineteenth century, in her wildest moments, never dreamt of the liberty lying just beyond her reach. What, we wonder, will be revealed at the next bend in the road? “Where ignorance is bliss, 'tis folly to be wise.”
* * *
Have you noticed how everyone is knitting? We have suddenly become “Madame Defarges,” and instead of heads of victims, we are knitting our depressions into cardigans, caps, jumpers and scarves! New Zealand wool, too, from the nice fat backs of our own sheep—and excellent wool it is! If you haven't started yet, hurry up! Even the flighty flapper who only yesterday scorned the gentle art of knitting as suitable only for grandmothers and spinster aunts, is busy making herself the snuggest and most attractive jumpers out of vivid, warm winter colours—and so cheaply.
Get a pattern to-morrow—“Patons and Baldwins”' are the best, reliable and easy to follow. Choose a colour which suits you—which matches or tones in with your coat or with the skirt you have—don't be afraid of brightness, and don't be afraid of a seemingly complicated design. You'll find it is the easiest thing in the world if you do exactly as you're told!
Caps and scarves to go with your jumper are very much “de rigueur” at the moment, so knit away, be warm and attractive, and help New Zealand!
* * *
July is an unkind month for the skin and especially do hands suffer from the coldness and the bitter winds. They become chapped, red and swollen—most undecorative and often almost useless from chilblains. Here are a few useful hints for you—especially for the housewife who is continually having to immerse her hands in water. No wonder they become tender and an easy prey to the winds of winter.
1. Always dip your hands in cold water after they have been in hot—to close the pores.
2. Use warm water for vegetables, etc. It lessens the likelihood of stains and ingrained dirt.
3. Massage the hands for a few minutes with any oil after washing-cold cream, olive oil, vaseline.
4. Wear gloves always in winter. Remember that if your wrists are warm you are not nearly so prone to chilblains. Hence the value of knitted gloves with a large, cosy cuff.
5. Keep your nails fairly short and rub a little oil round the cuticle every night.
6. Give your hands a little attention and they will repay you—don't take them for granted and complain when they suddenly assert themselves.
* * *
This is the time to fill your shelves with rows of pots—glistening, golden marmalade for many breakfasts to come.
Here is the easiest and most successful recipe—you can't make a failure, even if you are the eagerest of amateurs.
Boil 7 “Poorman” oranges until they are soft enough to stick a pin into with ease. Take out with a fork and slice thinly. Remove pips, then take ¾-cup of the water in which you have boiled them to each orange. Add 61b. of ordinary sugar and boil all together for 1½ hours—steadily. Bottle while still hot.
An improvement which will result in greater comfort for passengers travelling by the 4.40 p.m. train from Rotorua to Auckland is the provision of new coaches similar to those used on the ordinary Main Trunk express trains. These cars are now attached to this train, an additional advantage being that the same cars are used for the journey right through to Auckland, no change at Frankton Junction being now necessary.
A Real glorious New Zealand day! Sunshine and flawless sky … green and gold, with pale lilac distances of gossamer … heat-waves flickering and dancing in gay riot of abandon through veils of bluey haze.
At foot, a lazy and shallow stream purling delight; crooning a centuries old song to ears wishful of hearing; splashing amongst and over mossland and lichened stones; cascading in miniature waterfalls flecked with diamonds; meandering between banks of emerald dotted with gold-chaliced buttercups and sprinkled with pale-pink daisies, a gleaming riband of silver.
A tui yodels delirious ecstasy from a giant totara, thrushes break into a divine whisper song; a burnished kingfisher scintillates across a sun-gold space like a living meteorite; a telescopic-eyed kestrel spirals on soundless, planing wing in the sky, a brown speck floating in an azurean sea. Gentle, perfumed puffs of air sibilantly rustle and wave the purpling grass that forms a coverlet beneath which the vanished centuries sleep at the tireless feet of ever youthful Time.
A tiny mote materialises and becomes invisibly suspended in the balmy ether; a mere atom of life—one of Nature's micro-cosmic wonders, carnate of living and perpetuation. A passing air-current reaches, sways and irisates the atomic body with prismatic gleams of gold, crimson and bronze where the sun-rays strike at different angles.
A slender flame-arrow of glowing scarlet shoots into sight and poises a single second on wings vibrating so swiftly as to almost produce invisibility—it is gone! Almost immediately after it is followed by a chitined electric flash that banks gracefully and is seemingly motionless—a slender, gleaming javelin of radiant blue. Still another javelin of blue follows—no other colour blurs its azure blazonry—it flings in the direction of the other, which immediately streaks into dizzy motion.
Round and round in graceful circles; upwards and downwards; spiralling, banking so swiftly the eye can scarcely follow. Then, suddenly, as it were, full speed ahead out of vision's range!
A dancing pair of Vanessa—New Zealand's most beautiful butterfly—appear and flutter charmingly in mid-air a few moments ere they dash, in amorous whorl, into the purple shadows, and are lost. A fantail flycatcher flits on to a bare twig to sit there bowing and scraping, fluttering its beautiful tail as of vanity; a few little chirps and the feathered flirt drops off the twig where it was perched, and has gone!
Meantime the first arrival, the mote, has moved barely a couple of feet and is still suspended in the air.
Comes another navigator of the vast airways! A rich brown and bright yellow-banded body borne upon wings of transparent, coruscant gauze that gleam and glisten in rainbow tints. This is “Uropetala,” the mammoth dragonfly of New Zealand! A giant indeed amongst our dragonflies, the body three inches in length supported upon wings with a spread of full four inches.
An instant's pause; then the resplendent newcomer passes directly over the suspended atom. Quicker than sight the “mask” is shot forth from the mouth, “Uropetala” and the “atom” are both gone—one life instantaneously absorbed within another!
Did you notice the two leaf-like objects at the end of “Uropetala's” tail? This was a male of that species; in the female these are replaced by a pair of sickle-like hooks.
There are only four varieties of these beautiful, elegant and fascinating insects found in New Zealand. They are with us from September till May in each year, and consequently, one of the last insect forms to vanish. Apart from “Uropetala” are three smaller varieties, each of great and distinct beauty.
“Cordulia Smithii,” about two-thirds the size of “Uropetala,” gaily bedight with green eyes, head and thorax surmounting an orange and reddish brown striped body.
“Lestes Colensonis,” smaller and more slender than “Cordulia S.,” arrayed in bright
The last, “Telebasis Zealandica”—found around Wellington—of a brilliant metallic scarlet, very slender, and about half the size of “Colensonis.” Here the females might easily be taken for another and distinct variety, as these are bronze-green in coloration.
Dragonflies, together with Mayflies and “Perlidæ,” belong to the aquatic group of the order “Orthoptera.” They also appear to bear a close relationship to the “Neuroptera,” an order furnishing the exquisite, though rare “Stenosmylus” of the New Zealand bush, and the slow-flying “Chauliodes” whose larvæ are of an intensely savage nature and armed with a formidable pair of pincers capable of biting severely if interfered with. They are purely aquatic, carnivorous, and taking a year to mature, slow indeed in developing. They have still another peculiarity: on each side of the body are unique attachments, the gills of the larvæ.
The terrestrial group of “Orthoptera” embraces the well-known and odoriferous, blackish insect commonly found under the bark of many large trees; the wingless and nightmarish giant cricket of New Zealand; the remarkable “stick insect,” the “praying mantis,” and many others.
The female dragonfly deposits her eggs in water, the process accomplished by violently threshing the abdomen against the surface. At first, in the larval stage, the wing-cases are barely noticeable, but with each moult become more and more distinct. There appear to be only really two stages in the metamorphosis of these insects, the chrysalid stage not being entered upon at all—just “larva” to “imago” in transition.
In the case of “Uropetala” the females are either in a remarkable minority or of very shy or retiring habit, for they are seldom met with even where there is an abundance of the male insect. In the other three forms such is not the case, and passing by green hedges, the males and females of “Colensonis” are to be seen sticking out horizontally from twigs, upon which they are resting, like tiny and burnished blue javelins that flash out and away in chase of prey; then dash back again as bronze-blue vivid streaks of light, and settle once more.
Dragonfly days!
Days of sunshine, colour and perfume…of delirious delight … of beauty … of joy in being alive! Days when these bright jewels of Nature flash and flame, irridescent living meteors, across our enraptured gaze filling us with deep wonderment, mesmerising us to a rapt admiration of Nature's transcendent marvel.
Policeman's evidence in a drunkenness case at Tottenham, England:
“I saw him with one arm round a lamppost and with his other hand he was knocking the standard, shouting, ‘Open the door and let me in.’
“I told him that no one lived there, and he said, ‘You are a liar. There is a light upstairs.’”
* * *
“I see you have a notice, ‘We Aim to Please,”’ remarked the irritated customer to the chain store manager.
“Yes,” replied the manager, “that is our motto.”
“Well,” said the customer, “you ought to take a little time off for target practice.”
* * *
Two Irishmen were looking into a jewellery display window at a collection of diamonds. One said to the other: “Mike, how would you like to have your pick in there?”
“Begorra,” said Mike, “I would rather have my shovel.”
* * *
A Wellington teacher the other day gave a lesson on the story of Cinderella, and then put some leading questions to the class to test their attention. After obtaining replies as to how the sisters were dressed, what the fairy god-mother did, and what the prince thought of the glass slipper, the final question was: “How does the story end?” The most finished reply came from the child who wrote: “The story ends with a full stop.”
Teacher (reading from Shakespeare): “‘Sometimes from her eyes I did receive fair speechless messages.’ Now, Jenny, tell me in your own words what that means.”
Jenny: “Please, Miss, it means she kept on giving him the glad eye.”
* * *
Goldstein: “Wherever you go in the world you will always find we Jews are the leading people.”
McGregor: “Ach, mon, how aboot the North Pole?”
Goldstein: “Vell, Iceberg ain't no Scotch name.”
* * *
“How did the explosion happen?”
“Mother says it was too much yeast, but father thinks it was too little sugar.”