For Railway Passengers Guidan.

Horowhenua Chronicle, 26 January 1916, Page 3

For Railway Passengers Guidan.

THJfi"IOUAI7 I! U. i. r Tlit> particular ligures lonely to &• of benefit to dwelleie between Paekakariki and Palnwsirston North are #hat the readers of the Horowhenua Chronicle need must, and for our readers' convenience those fi,gures are non appended:—

TO WELLINGTON

, Paltooraton — 7.18 a.m., 12.J3 p.m., 2 2 p.m., 3.30 p.m., 5.0 p.in. Satur* days only 9.30 p.m. Shannon—B.lß a.m., 1.30 p.m., 3.49 p.m., 4.12 p.m., 6.6 p.m. Saturday# only 10.34 p.n,. Levin—B.49 a.m., a. 12 p.m., * (J_. p.m., 4.36 p.m., 6 12 p.m., 11.SO. Otaki.—o.32 a.m., 3.50 p.m., ft.49 p.m., 5.6. p.m., 7.43 p.m., Saturday* only 1.16 a.m. Paakakariki.—lo.B9 a.m. 4.55 p.m., 4.87 p.m. 5.50 p.m. 8.65 p.m. Sat ir days only 2.30 a.m. Wellington. — 12.14. p.m., 8.5 p.m 6.50 p.m., 7.8 p.m. 10.45 p.m., toatur* days only 4. 25 a.m. Some of the i-bove trains will tto| at intermediate stations, suoJt as Tohomaru, Ohau, Manakau, T© Horo, eto., but there are some which do not. Residents should acquaint themselves with the trains which do stop at their part;«ular stations...

FltOM WELLINGTON

Thoradon.— 8.20 a.m., iy.B a.m., J.js a.m., 4.13 8.10 p.m. Paekakariki.-0.40 a.m., U. 13 *.<n. 10,20 a.m., 11.27 a.m., 6.58 p.m. Otaki.-— 7.50 a.m. 10.25 a.m., il a.l a.m., 12.47 p.m., G.oH p.m. Levin.—B.so a.m., 10.55 a:uu., tl.il a.m., 1.28 p.m., 7.36 p.m. Shannon—B.3o a.m., 11.18 a.m. 12.S p.m., 2.4 p.m. 8.6. p.m. Palmerston (arrive) 10.40 a.m., .11.58 a.m., 12.41 p.m., 3.10 p.m., J.U p.m Ihe Auckland express reaches Palmerston f rom the North at 11.28 a.m. an dur rives at Thorndon at 2. 50 p.m. The Auckland express leaves Thyrn» don at 1.10 p.m., and reaches Palmar* «ton at 4.18 p.m. The Second Auckland expreet leaves Palmerston at 8.1 a.m. and arrives at Wellington at 6.26 a.m. The second Auckland impress leaves Wellington at 8.10 p.m. and arrries fit Levin- at 11.30 p.m. Palmerston at 18.16 a.m. Aa previously mentioned, there an several wayside stations at which mac or more of the above trains vrill* stop whenever passengers desire to 'he set down of ta<ken up. Local residents may ascertain which are the trains which eater foi' their towns, and may then work out the time which the train tvih take to travel from the station & mediately preceding.

IMPORTANT TO TRAVELLERS

trom lot December an express train' ttops at Levin daily at 11.20 p.m. to take up passengers, but thoee who orth by this train will have to p*y the full fare from Wellington to whatever place nortb of Levin that the .x press stops at. At 4.10 a.m., daily, the express ill op at Levin to pick up passenger* jut as no tickets are issued for cither jf these trains at Levm ; passengers must pay the guards. t'asscti&ers'Dy this early morning train goifcg south'" will have to pay the full fare' from" Palmertson North fco Wellington. *

■hands soon reduced the flames, and after a lew minutes delay liaker was off on his long grind again. in avoiding some travelling cattle in tiie twenty-unit.' lap, niuer uiew oil the road, and colliuuig witn a large boulUer xracuued tue duun ijar oi ins ii-uine. NoLliing daunted, iial;er outaiucil the assistance ox a olacksmitn ut iMount Nourat, una together they effected a temporary repair. 'the breakage cost him 2 hours o tiunuLes. i'join tins out isakor maintained a last pace, »U0 miles being covered in 22j nours, and when the lull day had elapsed he had negotiated 930 miles, alter one oi' the most gruelling motor cycle rides yet recorded in tins country. Baker's new figures bettered by i'i miles, the previous world's record which stood to the credit oi C W. iVorner (S.A.J on a 3J n.p. Kuilge. With decent luelv Baker would liave raised the record to close on 11(H) miles. At times he travelled; at 70 miles per hour on" the level stretches of good load. Tiie average speed including all deluys works out at over 38i miles per hour, a wonderful performance in the lace of almost insurmountable difficulties. The interstate records between Adelaide and, .Melbourne and Sydney and .Melbourne will receive Baker s next attention, and judging by his latest rule something senaattomil may be looked lor. An early holdwr oi the Australian motor cycle 2-1 hours' record has recently fallen in franco. it was in Matron, 11)12, that Patterson, who was connected with the New Hudson Co., England, mada a she i t visit to Australia. Whilst in V ictoria he made two Attempts on the 2-1 hours record, and at his second try succeeded, in adding 37 miles to the previous best, his ligures being 5T7 miles. iiis mount was > a 2 : i h.p. New Hudson. Patterson j also carried off several hill-climbing contests in ilouth Australia and New Zealand. Whilst in Australia the late Captain Patterson made many friends who will regret to hear of his death whilst fighting for his country. A Californian motorist recently drove from 'l'ia J nana in -Mexico to Vancouver in British Columbia, a distance oi 20uQ miles, in oi days. .During the trip neither the engine nor road wheels were once stopped. Petrol, oil anil provisions were taken aboard the ear whilst it was moving slowly, another striking instance of' the reliability, ol the present day motor car.

Cyclists of many years experience would say that there has not been a more fruitluTinspiration ior inventors, with tilie possible exception 01 the Dtinlop pneumatic tyre, than the idea of producing some attachment for providing auxiliary power. Not a few cyclists have thought affectionately of possessing n pocket power unit, which carried, behind the saddle, and by the mere depression ol a switch would provide a little assistance uL the end of a long day's ride, in a struggle against a head wind, or on a long lull. Possibly some will remember ingenious devices that stored compressedl air in the tubes ol the lratue when descending a hill, and applied it. for driving the machine when reaching an up grade. There were ticot es of them and of course none ever worked. The first practical step (says "Cycling,' England) towards the solution of this problem of providing auxiliary power for a bicycle was the introduction ol the 'auto-wheel, a lew years baciv, an attachment which is now widely used throughout the world., l'hat is has caught oil is simply due to the laet that something of this liind had heen required for many year, and although a cyclist in tile "lull enjoyment oi health as much beuuuse the pastime provides a fascinating form ol T exercise as an economical means ol reaching a given point might, scorn such devices, yet there ale many others, not so robust, part.culurly ladies and elderly men, to wnoiu an auxiliary motor attachment is a gloat desideratum. It is very doubtful u any ol the attachments introduced so f.w represent the last word in devices 01 this kind, because they are all tor one reason or another a little outside the scope of the ideal type. In the majority of cases it is assistance that is required,, rather than the method el converting a bicycle into a motor i>i cycle. As every cyclist knows to ride u bicycle ill comfort requires a simple hikl loose-litting costume; when the machine is converted into a motor cycle, much more cumbersome and heavier garments are desirable, for there is not the action ol pedalling to provide the necessary warmth to overcome & reduction of temperature caused by rapid progress through the air. Therefore inventors should looK at the subject from the point ot view of providling assistance to the riders' own propulsive efforts. Tlien we must consider another ideal, and this is the portability of the auxiliary power unit and its readiness of attachment to any mneliiue. We think overy cyclist will agree that when lie thinks about the subject at all, his ideal is a small square box that can be strapped to the saddle iu five minutes, and adds less than lOlbs to the weight ol the machine, which can be used to assist propulsion by a single lever; something that requires no mechanical knowledge whatever, and the cost ol which would be covered by a £•"> note. Of course we know t hat this is not practicable, but when yon noar ideals in mind you are much more likel.v to strike upon something that meets the universal approval. It is difficult to say which of the existing types of motor attachments "most closely approximates to the ideal type. As the autowheel requires no structural alteration to the bicycle whatever it has naturally proved a great success. The attachments recently described in these columns which is "disposed of on the back carrier and drives by means of x friction wheel acting 011 a pulley spok ed to the back wheel, is certainly neatI)Ia rrhcea more to be dreiuWi than many ailments regarding which people make such a fuss. It attacks #11 ages and is quickly tatal v to young "and old. The great mortality resulting from diarrhoea is due to lack ot proper treatment at the hist stage ot the disease. Chamberlain's Colic and Diarrhoea Remedy is a reliable and effective medicine .and if given in time never fails, anil in pleasant to take. JBrery household should hare a bottle op hand. For sale everywhere- — Advt

or from a cyclist's point ot view. We wonder nobody has brought out sr'motor whee; ivnicii is attached oy simply dropping it into place on liie front forks instead of the front •wheel. This .is quite within the bounds of possi- ! bility, although the unit would have ' to be very neatly constructed to avoid altering the machine. The control wire would be brought out through Liie centre of tlie spindle like the Archer hub, and could be, easily clipped to the end ol the handle-bar. Many years <igo in tho beginning ol the motor cycle movement, there was introduced a device of this type, much more cumbersome than the present ideal which was known us the Singer motor wheel. Two pierced aluminium discs contained the motor unit and replaced the ordinary spokes; the engine which did not rotate drove the wheel, and the wheel was placed iu either the baek or the front forks ot a machine specially built for it. A .similar idea, isiinplilicd, lighter, anil muclr Heater ,night find; favour. In America, the Smith motor wheel, which is the same as the auto-whecl, has been adopted in this way with success. The whole problem is a very interesting one, and nut that . appeals to all cyclists the world over. The last balance-sheet of the American Ford Company sliows the extraordinary surplus of £18,1)00,000, some £3,000,000 more than the previous figures. The. cash in hand at banks total C 13,130,000 so tlvat the cost of Mr Henry Fowl's peace jaunt to Europe will affect his reputation more than Ids bank balance.