Monday, July 21, 2008

Wednesday July 23 is Remembrance day in Papua New Guinea








Wednesday 23rd July is a public holiday in Papua New Guinea and marks the 66th anniversary of the first engagement by PNG and Australian forces against the invading Japanese in WWII.
Out of the chaos and death that followed came the enduring heroism of the Kokoda Trail, and the special relationship that has bound PNG and Australia ever since.
One of the bloodiest campaigns of the Second World War began 66 years ago on Wednesday this week, July 23.
And it has forever sealed the relationship between Australia and Papua New Guinea.
It was on this day, in 1942, that Japanese troops landed on the northern coast of New Guinea and unexpectedly began to march over the Owen Stanley Ranges with the intent of capturing Port Moresby.
Had they succeeded, the mainland of Australia would have come under dire threat.
July 23 - Remembrance Day - marks the 60th anniversary of the first engagement between the opposing troops on July 23, 1942, and from that engagement, as the Australian force was progressively outnumbered, began the long fighting withdrawal over the Owen Stanley Range.
The 21st Brigade, commanded by Brigadier Potts DSO MC, was rushed to New Guinea and within days, its 1500 men were closing in on the precarious Owen Stanley Ranges in an attempt to position themselves to stop the advance of the Japanese forces - now building up to over 10, 000 men.
The brigade also engaged the ill-trained but gallant militia 39th Battalion at Isurava in the foothills on the far side of the range.
Kokoda was arguably Australia's most significant campaign of the Second World War.
More Australians died in the seven months of fighting in Papua, and the Japanese came closer to Australia, than in any other campaign.
Many of those young Australians, whose average age was between 18 and 19, now lie buried at the Bomana War Cemetery outside Port Moresby.
The famous photograph of "fuzzy wuzzy angel" Raphael Oimbari leading a blindfolded wounded Australian epitomizes the close relationship between Australians and Papua New Guineans which has come about because of the battle of Kokoda.
To read between the lines of "Fuzzy Wuzzy Angels", the celebrated poem by Australian digger Bert Beros, will bring you to tears.
The poem, while sentimental, touches a chord that has endured to this day in the hearts of both Australians and Papua New Guineans.
It tells of the prayers of worried Australian mothers, whose young sons are fighting the Japanese on that rugged trail, and how their prayers are answered in the form of "fuzzy wuzzy angels".

Many a mother in Australia when the busy day is done
Sends a prayer to the Almighty for the keeping of her son
Asking that an angel guide him and bring him safely back
Now we see those prayers are answered on the Owen Stanley Track.

For they haven't any halos, only holes slashed in their ears
And their faces worked by tattoos with scratch pins in their hair
Bringing back the badly wounded just as steady as a horse
Using leaves to keep the rain off and as gentle as a nurse

Slow and careful in the bad places on the awful mountain track
The look upon their faces would make you think Christ was black
Not a move to hurt the wounded as they treat him like a saint
It's a picture worth recording that an artist's yet to paint

Many a lad will see his mother and husbands see their wives
Just because the fuzzy wuzzy carried them to save their lives
From mortar bombs and machine gun fire or chance surprise attacks
To the safety and the care of doctors at the bottom of the track

May the mothers of Australia when they offer up a prayer
Mention those impromptu angels with their fuzzy wuzzy hair
.

- Bert Beros

In 1942, a seldom-used track climbed from the small village of Buna on the north coast of Papua, over the Owen Stanley Ranges and on to Port Moresby.
The track was fairly easy up the slopes through Gorari and Oivi to the village of Kokoda, which stood on a small plateau 400 metres above sea level, flanked by mountains rising to over 2000 metres.
It then climbed over steep ridges and through deep valleys to Deniki, Isurava, Kagi, Ioribaiwa, Ilolo and, at Ower's Corner, linked with a vehicle road leading from plantations in the hills above Port Moresby down to the coastal plains.
Between Kokoda and Ilolo, the track often climbed up gradients so steep that it was heartbreaking labor for burdened men to climb even a few hundred yards.
Much of the track was through dense rainforest, which enclosed the narrow passage between walls of thick bush.
At higher levels the terrain became moss and stunted trees, which were often covered in mist.
From July to November 1942 this was the setting for a bitter campaign to prevent the fall of Port Moresby.
On January 23, 1942, the Japanese landed at Kavieng on New Ireland and at Rabaul on New Britain where they quickly overcame the Australian defenders.
On March 8, the Japanese established themselves firmly at Lae and Salamaua in Morobe.
But the famous Battle of the Coral Sea from May 5 to 8 averted a Japanese sea-borne invasion of Port Moresby.
The American success at the Battle of Midway in June not only destroyed Japan's capacity for undertaking long range offensives but also provided the Americans with the opportunity to move from the defensive to the offensive.
The Japanese, who were regularly bombing Port Moresby with 20 to 30 bombers with fighter escort, decided on the overland attack across the Owen Stanley Ranges.
On the Kododa Trail the Australian 7th Division resisted the Japanese General Horii's overland attempt to capture Port Moresby, and the advance was halted within 30 miles of the city.
A small force of Australians known as "Maroubra Force" arrived at Buna on July 21st, 1942, as the first Japanese force of 1500 men landed at Gona, eight miles to the west.
What followed will forever go down as one of the most heroic defensive actions in the annals of military history.
The first engagement between the opposing troops was on July 23, 1942, and from that engagement, as the Australian force was progressively outnumbered, began the long fighting withdrawal over the Owen Stanley Range.
Kokoda is a small plateau on the north-east slopes of the Owen Stanley Range and possessed a small airstrip the retention of which, for at least as long as it would take Australia to fly in supplies and reinforcements, was of great importance.
However, the remnants of "Maroubra Force", exhausted by a month's constant fighting, were unable to achieve this. Valiant though their effort was, even recapturing the plateau after being driven out, the Japanese need was of equal importance.
They needed a forward base at Kokoda for their drive over the ranges along the "Kokoda Trail" to Port Moresby and they struck before the Australians were able to muster sufficient strength.
The initiative now remained with the Japanese and Australian withdrawal began again - through Isurava, Alola, Templeton's Crossing, Myola, Efogi, Menari and Nauro until at Ioribaiwa Ridge, beyond which the Japanese could not be permitted to penetrate, a final stand was made.
From August 26 to September 16 in 1942 Brigadier Potts's Maroubra Force, consisting of the 2/16th Battalion, together with the 2/14th, the 2/27th and the militia 39th and scattered elements of the ill-trained 53rd Battalion - outnumbered and outgunned by an estimated 5 to 1 - fought the Japanese to an eventual standstill on the ridges overlooking Port Moresby.
Two main battles were fought during that period (Isurava, August 26 to 29 and Brigade 'Butchers' Hill, from September 6 to 8).
In general, the desperately-tired but determined force kept themselves between the Japanese Major General Horri's South Sea Force and Port Moresby -- defending, retreating and then counter-attacking in a masterly display of strategic defence.
Conditions were almost indescribable.
It rained for most of the time, the weary men endured some of the most difficult terrain in the world and they were racked by malaria and dysentery.
But they kept on fighting, making the enemy pay dearly for every yard of ground. They bought time for those being prepared to come up from Port Moresby to relieve them.
The Australians, however, had a surprise in store for the enemy.
This was in the form of 25-pounder guns brought from Moresby to the road head at Ower's Corner and then laboriously dragged into position at Imita Ridge, opening up on the enemy's barricades.
It was now the turn of the Japanese to suffer what the Australians had suffered in the preceding two months.
Australian shelling smashed Japanese defences and aggressive patrols inflicted severe losses.
On the morning of September 28th, the Australians were closing in and it became evident then the Japanese were withdrawing.
The chase, with the Australians the pursuers, was now on.
The Japanese, despite sickness and hunger, were still formidable and tenaciously defended all the places in their withdrawal as the Australians had in their retreat some weeks earlier.
Kokoda was entered on November 2 and this was the beginning of the end of Japanese hopes in Papua.
The campaign now entered a phase known as "The Battle of the Beaches".
The Japanese were bottled up in the area from where they had begun their drive against Port Moresby some months previously -- Buna and Gona.
This final campaign began on November 19, 1942, and ended on January 22, 1943, when all organised resistance by the Japanese in Papua ended.
Lt Col Honner DSO MC, who commanded the gallant 39th in the campaign, later wrote of these men in the foreword to Peter Brune's book 'Those Rugged Bloody Heroes': "They have joined the immortals." Of those that did not survive, he wrote: "Wherever their bones may lie, the courage of heroes is consecrated in the hearts and engraved in the history of the free."

Plans to build hotel in famous Lae Botanical Garden kick up a stink

(Note: If you wish to make a comment on this burning issue, click comments at the bottom of this posting)

Talks going on between the Forest Ministry and a private company to build a hotel in the middle of the famous Lae Botanical Garden have kicked up a stink.

Forestry Minister Belden Namah revealed in Parliament last week that his Ministry was making K7 million available to rehabilitate the Lae BotanicalGarden.

He said the plan to build the hotel was purposely to make the Lae Botanical Garden, which is one of the Papua New Guinea's biggest of its type, to sustain itself because for many years the Government had neglected this most-beautiful botanical gardens in the country.

Mr Namah said his ministry was in the process of signing the agreement between the company, the Morobe Provincial Government and the Forest Ministry for the proposed hotel development.

"The Government will now be making available K7 million to rehabilitate the botanical gardens and on top of that, there is a plan to give more than K100 million towards the proposed hotel project in the middle of the Lae Botanical Garden," he said.

B. Javanese wrote: “The proposal put forward by the PNG Gardener to have a five-star
hotel right in the heart of the botanical garden as part of rejuvenating the gardens as a tourist attraction is seen as a blatant blow to the purpose this garden exists for.

“ I am sure if he puts up a hotel, all the grass roots will be stopped outright from going in and out for family reunions, meetings, sightseeing and other picnics and activities.

“I propose the garden be left as it is and just work on putting up facilities and upgrading the beautification of the gardens.

“Income from the hotel will not at all sustain it.

“It is a public facility for the people of PNG and should be maintained at the expense of the taxpayers of this country and not be given to private companies.

“ If that happens the primary reason why the garden exists will be defeated.”

Max Kuduk wrote: “While on the face of it, the idea might be a good one, there seems be something that does not add.

“The Government putting up K7 million for garden re-development and K100 million for hotel development?

“ Does not seem like a kosher deal to me.”

Former PNG Forest Authority staffer Dr Osia Gideon wrote: “This is the most outrageous proposal I have ever seen.

“We never seem to learn!

“ Who will own the hotel when constructed?

“How many government business ventures have been running profitably over the
years?

“Almost none.

“ Like Max I sense a very fishy deal, tailored for someone's benefit.

“Every Papua New Guinea must oppose this proposal.

“The National Botanical Garden belongs to the people of Papua New Guinea, and must remain that way.

“ Too much public land and property has gone to individuals with political connections.
“ENOUGH IS ENOUGH!”

Dr Simon Saulei of the University of PNG: “Like Dr Gideon, I am very concern about this outrageous proposal.

“Why not spend that K10 or so millions on upgrading the gradens than building a hotel?

“ I have more to say but let us see this proposal and make our comments on it or better still front up with the Minister and tell him and his Morobe counterpart about the purpose of the garden and what really needs to be done and be sustained over a longer period of time.”

Laden wrote: “There are few facts that minister Nama and his forestry advisors need to know about Botanical Garden.

“Lae National Botanic garden is about 0.00002 % of the PNG’s current forested land area (29473000 ha).

“This is a very tiny piece of forest area by comparison yet it houses an estimated; 5-10% of all the plant species occurring on the island of New Guinea.

“About 2% of these plant are endemic to the island of New Guinea (found nowhere else in the world).

“The garden also holds remnant flora from one of the world’s oldest land mass, namely; Madagascar.

“The garden is very unique in many facets.

“For example, it is the only piece of land in Lae that remains to this day to tell of the kind of native flora of the LAHI tribal land, it is the only botanical garden in the entire PNG that has both the montane and lowland forest species coexisting, it is the only place in PNG that our children and their children can get to see one of the giant tree species Shoraea sp (Dipterocarpaceae), it is the only botanic garden in PNG which our children can see world’s most primitive flora.

“The botanic garden also provides a refuge for a rich resident bird fauna in the middle of all the noisy streets and ugly buildings.

“The Lae Botanical garden is certainly a great natural emporia of the New Guinea flora which primary schools, high schools, secondary high schools, colleges, and universities utilise in their curriculum.

“It is a Natural Heritage and warrants a designation equivalent to all our protected areas.

“Its biological, ecological, and esthetic values are clearly of national and global significance.

“ Lae Botanic garden indeed is perhaps the only significant piece of forest which has the capacity to effectively sequestrate all the toxic fumes generated in Lae city.

“The native plant species in the Botanic garden can be used as wild plant parent genetic material (PGR) that can produce new and improved tree crops that may be more resilient.

“The conversion of botanic garden to hotel will result in loss of the endemic species which would mean not only a loss to PNG, but a loss to the world as well.

“Minister should also know about the rate of deforestation in PNG.

“ PNG’s current rate of deforestation is 0.44 %, according to FAO report of the United Nations (1995-2005).

“ Deforestation rate in Japan, Australia, and USA; is 0.17%, 0.17%, and -0.10% respectively.

“It would seem that in our blindness in rushing to catch-up with their development, such as the crazy proposed hotel in the middle of botanic garden; we have neglected to see the greater care they have put into guarding their natural heritage and resources.”

“A case in point; the Didipa clan of Kau wildlife area in Madang, they did not have the necessary formal education in biodiversity and conservation that ministers advisors have, but what they were able to achieve in conserving and saving their forest is something that would make any conservationist proud.

“They have with limited resources, no formal education and little capital of their own, been able to set aside their small area of forested land all because they had the belief that what they were doing was right.

“Some of the plant species in the Lae Botanical Garden have little scientific data on their biology.

“Hence PNG has a country needs to preserve and conserve these species for future research to fulfill its global responsibility to protect and maintain all species within its borders.

“This knowledge is also critical for the development of effective conservation measures and for the preservation of biodiversity.

“What Lae Botanic Garden needs now to restore its former glory is a stand alone funding and not a squeezed-up funding from PNGFRI as is the case now.

“The Botanic garden has been in the past able to attract hundreds and thousands of tourists in a year without a hotel.

“ Records should show that not a single one of the tourists ask to see a five-star hotel in the botanic garden, so where is this crazy idea coming from?

“Come on! Wake up Minister and Advisors from this callous!”

Thomas Warr wrote: "I would suggest someone or a group in Lae to organise a meeting for us to talk about this.

"In saying that I think we should organise the Lae communities/groups to protest against this proposal."

Russell Soaba’s world


Welcome to Russell Soaba’s world.
He is the portrait of the odd man out, an individual, and a great thinker.
Russell Soaba is also one of the greatest, if not the greatest, writer in Papua New Guinea.
His works, particularly novels Maiba and Wanpis, are studied in universities around the world by students of literature and philosophy.
Followers of the existentialism philosophy around the world dote on the writings of Russell Soaba.
It is, however, a paradox that Russell Soaba is not even recognised in his own country Papua New Guinea for his great contribution to the country’s literature.
In 2006, he was awarded a Papua New Guinea independence medal, something that was supposed to have been given in 2000 but deferred because of the troubles on the University of PNG campus.
For this he is grateful, and adds that it is something for all the writers of Papua New Guinea, both young and old.
The 58-year-old, who speaks in parables, was born the “day after the 4th of July in 1950”.
“I think it’s about time,” he tells me in a rare interview.
“The only writer we have honoured, but in that matter for some other reason, is Sir Paulias Matane, with Michael Somare, Rabbie Namaliu, these people.
“But they are being honoured for some other reason than writing, and that’s the saddest thing.
“What these men must realise is that we deserve the same type of recognition as they do, even though they may think that the work they do differs from us.
“If you look at it closely, it all boils down to one important aspect of our society, and that is ‘communal service’.
“Every other journalist or scribe does exactly the same thing.
“So we must all be recognised on an equal footing.
“Ultimately, there is no denying that we all serve our community with the same amount of determination, commitment and dedication.
“What’s the difference between a good accountant who gets all his figures correct at the end of the day, and a writer who records the same sort of events in our lives, but in a different form?”
“It always comes back to what I always complain about.
“A writer is an unofficial ombudsman of the country.
“That means duties more in the area of human relationship.
“By that, I mean that as an ombudsman, or as an unofficial ombudsman, he does not set out to correct his neighbour, rather, what he is doing as that type of ombudsman, is lightly tapping a colleague on the shoulder and saying ‘listen brother, let’s no overdo this. It might have some negative results for both of us’.
“A writer is an ombudsman in that sense.
“He’s likely to correct a brother, who is likely to make a serious mistake.
“He’s acting more as a friend than a colleague or neighbour.”

Soaba then speaks three parables to me - that of the girl who does not serve him at Big Rooster, Asian efficiency as compared to his owned beloved country, and Alotau laziness – to point out the very serious attitude problem Papua New Guinea has.
“We as Papua New Guineans have this very bad attitude,” he says.
“If we change these bad attitudes, how much more easier, better and happier it would be?
“Looking at the way a writer looks at the society he lives in, and how he feels about certain things, why are things suddenly so wrong?
“We can’t blame the politicians too much.
“He is merely behaving like why is he a politician.
“The real wrong lies within out attitudes.
“I could write a long, long book about these bad attitudes we have as Papua New Guineans.
“You’re seeing the writer passing over as an unofficial ombudsman; a friend who cares to give some good advice because he cares about you.
“I see all of our writers as unofficial ombudsman of the society we live in.
“It comes back to the age-old slogan that ‘the pen is mightier than the sword’.
“Its might is seen when there’s so much of small detail faithfully recorded without any grudges, put with a great amount of passionate zeal.
“Because of its sense of simplicity, it lasts forever.”
Soaba, Australian-educated high school student from Cape Vogel in the Milne Bay Province, talks fondly about his schooling days including the visit of Prince Charles to Martyrs Memorial High School in 1967.
“We were able to push him and given him a nudge.
“It was quite an experience.”
In 1968 and 1969, this precociously-talented Papua New Guinean was awarded an Anglican Church Scholarship to Australia to complete 11 and 12 at Baldwyn High School in Melbourne.
“Around that time I read in the Melbourne Age about 10,000 Years in a Lifetime (by Albert Maori Kiki) and I became excited about a Papua New Guinean writing a book,” Soaba tells me with emotion.
“And then I read I bit in Melbourne about Uli Bier (literature lecturer) influencing on (UPNG) campus.
“Even when I qualified to enter any Australian university then, I discovered that it would be far more exciting if I came back to UPNG.
“I was able to terminate the church scholarship, come back, and apply for government scholarship at the university.
“In 1970, I became so excited meeting Leo Hannett, Uli Bier, Arthur Jawodimbari, Rabbie Namaliu, a certain angry student politician called John Kasaipwalova, and a certain angry young man from outside called Michael Somare.
“These people I felt thrilled in meeting in person in the years 1970 and 1971.
“And of course, the personality who really thrilled me most was Vincent Eri, author of the first Papua New Guinean novel called The Crocodile.
“There was another quite personality I felt proud to meet: that was the poet Kumulau Tawali, and also another poet called Jack Lahui.

“In a way, I felt proud to be among this famous group of PNG writers.
“That was it.
“Since then I attended Uli Bier’s creative writing classes.
“He exercised that same sort of influence he had in Nigeria.
“His presence merely motivated PNG writers to emerge into worldwide recognition like Vincent Eri, Albert Maori Kiki, and the plays of Leo Hannett, Arthur Jawodimbari and John Kasaipwalova.
“Writing flourished at that time.
“Since then I have enjoyed the privilege of being among these famous people.
“Since then, of course, I consider myself as a writer.
“But whether or not a successful or great writer, that is highly questionable.”
Soaba’s greatest works are Wanpis (1977) and Maiba 1986 – around the world - and poem anthologies Naked Thoughts (1978 and Kwamra (2000), among various others.
“Since then, I sort of became lazy, not really lazy, but too much of teaching commitments,” he laughs.
“As such, much of the writing that I do has dwindled.
“It’s good to work and write at the same time.”
The government, Soaba feels, must give more support to writers.
“What the government of Papua New Guinea must do is institutionalise a writers’ and artists’ endowment fund, a grant programme,” he tells me.
“The government of PNG has no choice but do what is honourable by creating a grant programme for our writers and artists throughout the country.
“There is a place where this can be housed.
“This is the National Cultural Commission.
“The National Cultural Commission does have a Literature Board.
“What the government needs to do is use the literature board as the clearing house for this grant programme.
“The Somare government must recognise that, along with any government that comes along into power.
“It’s only honourable that they entertain it, support it in the best way possible.
“Consider the percentage of tax that government solicits out from business houses, companies, corporations.
“What I would ask for is 2 per cent tax money to go towards the writers’ grant scheme.
“The government can enjoy its 98 per cent.
“We have been ignored for too long.”
I ask Soaba about how he describes in writing, which I – personally – would describe as way beyond its time.
“My writing is highly personal, very intimate,” he replies,
“It addresses the individual man than the community as a whole.
“This is because I believe that this is where things start.
“Everything starts off with an individual and progresses to two people, on three, and then the community.
“Also, the characters that I create are these Papua New Guinean individuals.
“So really, if I concentrate on an individual, that doesn’t mean that I am working alone.

“In fact I’m speaking for the whole population.
“Each of these individuals gets born, cries to be heard, becomes an individual, and becomes a Papua New Guineans man or woman.
“Their fears, the hardships that they go through, their romantic experiences, tragedies, and all these things that is most human to us.”
So how this he feel about his books being studied around the world by students of literature and philosophy?
“The books themselves are studied not only in literature out there, but also in philosophy, social work and cultural studies.
“There are a great number of universities throughout the world who use the novel Maiba as a textbook.
“There is a women’s university in the USA who use the book Maiba every now and then as a textbook.
“I recall how pleased I felt with that school at one time.
“The principal wrote to me about the book, and that they were happy to teach the book at the school, they regarded me as an up-and-coming African woman writer.
“I replied and said ‘thank you’,” Soaba laughs wickedly.
His future?
“I am really anxious to publish one more novel before I call it quits
“I have had an offer from an Italian publisher who wants to translate Maiba and Wanpis into Italian.
“I also have recently selected a biographer to write my biographer.
“The other thing I would like to add is that I want to encourage our young writers of today to write seriously about us as Papua New Guineans.
“Give ourselves some kind of identity on the face of the world.”

Sunday, July 20, 2008

Death of the Macdhui


A small, but significant, anniversary took place on Monday June 18, 2007.
That was the 65th anniversary of the sinking of the motor vessel Macdhui, sunk in the Port Moresby harbour by Japanese bombs in June 1942.
One of the best-known landmarks in Port Moresby is the wreck of the Macdhui in the waters just off the Port Moresby Technical College at Kanudi.
Many people just drive or walk past without knowing the significant role that the Macdhui played in the development of Papua New Guinea.
Recently, I was asked to be a tour guide for a retired US veteran of the Korean and Vietnam wars, and one of the World War 11 relics I showed him was the wreck of the Macdhui.
As we stood at Kanudi looking out to sea, I wondered what stories the deep blue sea, the rolling hills, and the wide sky could tell me about what they saw that fateful day in 1942.
It was then that I realised that June 18, 2007, would be the 65th anniversary of the sinking of the Macdhui and decided to put pen to paper.
The Macdhui, 4630 tonnes, built in Glasgow, Scotland, in 1930, was owned and operated on the Australia-Papua New Guinea service by Burns Philp and Company Limited.
Macdhui’s maiden voyage took place in March 1931, sailing to Suva, Fiji, via the Azores, Jamaica, and the Panama Canal, with a load of coal.
Then the Sydney to Rabaul route for Burns Philip with 167 first-class passengers’ accomodation.
On June 20, 1931, a fire broke out on another voyage between Madang and Lae, but the passengers were safely taken ashore in lifeboats.
MacDhui was safely towed to Salamaua, New Guinea's then administrative capital, by Neptuna, another Burns Philp & Co vessel.
After patching at Salamaua, MacDhui was sailed to Sydney for six weeks of repairs.
With the onset of war the ship was commandeered by the Navy and used to evacuate civilians from New Guinea, then carrying Australian troops back to Port Moresby.
On June 17, 1942, the Macdhui was attacked by Japanese bombers as it was discharging to lighters in Port Moresby harbour.
It began zigzagging around the harbour but took one direct hit which caused considerable damage.
The vessel later went alongside the main wharf to unload dead and wounded.
The next day, at 10.45am, there was another air-raid warning and the Macdhui moved out into the harbour and began manoeuvring.
Soon after the raid began, it took a direct hit.
The captain headed towards shallow water where his ship finally keeled over onto a reef.
Ten of the crew of 77 were killed along with five Australian gunners from 39 Battalion.
Altogether, the Macdhui took four direct hits.
The dramatic sinking was captured on a black and white movie film shot by the famous Australian cameraman, Damien Parer from a nearby hilltop.
The loss of the Macdhui was a great blow to the morale of the Australian troops in Port Moresby. Until then it had been the only regular and reliable link between Australia and Port Moresby.
After the war, the Australian government compensated Burns Philp for its loss.
The wreck itself is now deeply pitted and corroded under the waterline.
It is gradually breaking up but even if it does slip completely under the surface part of the Macdhui will remain in Port Moresby.
In the late 1960’s the mast was removed and now stands outside the Royal Papua Yacht Club as a memorial to those who died.
One of the bells was erected in the tower of St John’s Anglican Church in Port Moresby and to this day still calls parishioners to worship.
Former vice-commodore of the Royal Papua Yacht Club, Trevor Kerr, tells of a supernatural experience in 1979 when the ashes of the late Captain J. Campbell, skipper of the Macdhui, were laid to rest with his ship.
The powered launch Tina, owned and skippered by yacht club committee member Russ Behan, approached the wreck with Captain Campbell’s two sons, a United Church minister, and Kerr on board.
“The weather in the harbour was unusually placid, not a zephyr stirred,” writes former Port Moresby diver Neil Whiting in Wreck and Reefs of Port Moresby.
“The sea was so clear that the superstructure of the Macdhui could be seen below the surface of the water.
“There was not a ripple on the surface or current drift to break the calm.
“With heads bowed in prayer, the United Church minister upturned the urn containing Captain Campbell’s ashes and scattered the contents into the sea.
“Trevor, observing the ceremony in a more detached fashion than the others, observed the most amazing sequence of events.
“The ashes initially clouded the water as one would expect, but almost immediately condensed into a form similar to a teardrop.
“Then, the most amazing phenomenon occurred.
“The teardrop cloud quite rapidly crossed the six-metre intervening gap between the Tina and the Macdhui and disappeared into the hull.
“At a nudge from Trevor, Russ glanced up and also observed the incredible event.
“The engines of the launch were quickly started and in a state of chilled awe, the funeral party motored away.
“Captain Campbell had returned to his ship.”

Grave robbers wreak havoc in Lae cemeteries


There are some things in life that are so hard to comprehend.

These things make you wonder why some people have the audacity to carry out such acts, which include desecrating the memory of loved ones that families and relatives have laid to rest. These people can stoop as low as stealing brass plaques from graveyards to sell to unscrupulous scrap metal dealers for a fast buck.

In my home town of Lae, this practice has been going on ever since these dealers - who prey on Papua New Guinea's massive unemployment problem - set foot.

Today, a visit to cemeteries in Lae, will show you many headstones on graves that are missing brass plaques.

A case in point is the old graveyard up the road from the famous old Lae airport.

This graveyard is the final resting place for many of the pioneers of Lae and Morobe province, mainly expatriates, and was a relic of a bygone era where visitors could learn so much just by reading the plaques and headstones.

Rest In Peace - RIP - those buried here are supposed to be.

However, this has not been the case over the last 10 years or so, as grave robbers without a care in the world have plundered basically all the brass plaques.

In my younger days, as a journalist in Lae, one of my hobbies used to be wandering old graveyards and reading the plaques and headstones as I could learn so much history. Sadly, I can no longer do this, as many of the plaques are gone.

And the irony is that people are not making any noise about this daylight robbery going on in front of their own faces.

The grave robbers are desecrating graveyards at the old Lae airport, Second Seven (Malahang), and even my Butibam village, to name a few.

Heaven knows what would happen to the Lae War Cemetery if there wasn't tight security around to prevent these intruders.

We never thought that this practice would come to Butibam until a few years ago when plaques started disappearing overnight.

In May 2006, while on a working trip to Lae, I visited my father's grave at Butibam and took pictures.

A short time later, I was surprised to receive a call from my mother, who was in tears as she told me that Dad's plaque had disappeared to these unprincipled grave leeches.

The entire family, just like me, was shocked as we wondered what exactly Dad or we had done to deserve this.

The plaque, to this day, has not been replaced as I somehow have to find the exact wording for a replacement.

My father, the late Mathias Nalu, died on September 17, 1993, after more than 35 years of service with the Education Department as a teacher and later a school inspector.

He had just retired and received his final entitlements, however, never got to enjoy the fruits of his labour as he suffered a severe stroke from which he never recovered until his untimely passing.

Dad was one of those old Dregerhafen and Finschhafen boys who was always proud to call Michael Somare, Paulias Matane, the late Alkan Tololo, and many more, "old school mates".

Dad's school mates went on to become great leaders of this country while he chose to take the backseat as a humble teacher and school inspector.

Hundreds of teachers and public servants packed the St Andrew's Lutheran Church at Ampo in Lae for his funeral service.

The Nalu family was humbled by this show of respect from so many people from all over Lae, Morobe province, and PNG.

I realise that times are hard, but to steal brass plaques from graves to sell to some dodgy scrap metal dealer for a quick buck is unforgivable.

The government should put in place tough legislation to combat those who steal plaques from graves and those who buy them.

These offenders, as part of their rehabilitation, could be sent to Salamaua where the villagers there will teach them how to look after and respect old graveyards.

The old Salamaua cemetery is a relic of a bygone era of the 1920s and 1930s when fevered gold miners from all over the world converged on this idyllic part of the world.

To visit the old Salamaua cemetery is to step back in time, to a rip-roaring period when gold fever struck men from around the globe.

Today the old Salamaua cemetery, or what remains of it, is well tended to by the local villagers.

The graves are mute testimony to the days when European man, running a high gold fever, was claimed by a fever of a different kind.

I have a very simple message for those who removed my father's plaque and those who bought it.

"May God forgive you.

"I find it very hard to do so."

History being rewritten with Bulolo Airport


Many people who have been long fascinated by the story of the gold rush days of the 1930’s feel that history is being rewritten with the re-opening of the Bulolo Airport.
The greatest airlift the world had ever known started from Lae to the Bulolo goldfields in the 1930s.
Built in June 1930, originally the Bulolo strip was 1,150 yards by 120 yards.
Later it was expanded to 1,300 yards in length, covered with grass.
This airstrip was used in conjunction with flying supplies and equipment for gold dredging at Wau and Bulolo.
On January 21, 1942, Japanese Zeros and bombers attacked Bulolo.
At Bulolo, they set fire to three of the Junkers G31 tri-motors on the ground, destroying them.
Gold dredging work ceased as most of the men employed entered military service.
Five days, later, on February 5, 1942, Bulolo was bombed at 11am by five twin-engine bombers.
The discovery of gold at Edie Creek above Wau in 1926 sparked off a gold rush which led to the exploitation of the rich deposits of the Bulolo-Watut river system by large-scale mechanised mining.
The rigours and cost of the eight-day walk into the goldfields and the difficulty of building a road from the coast led to the early introduction of an aviation service.
The driving force behind the development of the goldfields was Cecil J. Levien, a former Morobe District Officer, who has been described as a “rare and formidable combination of opportunist, practical man and visionary”.
Levien persuaded the directors of Guinea Gold N.L. that startling profits would be made by any aviation company that could provide a service to eliminate the arduous walk between Salamaua and Wau.
He secured an option on a small DH-37 plane in Melbourne and engaged a pilot, E. A. “Pard” Mustar, to bring it to New Guinea.
The aviation service was a success from the start.
After two unsuccessful flights around the mountains south of the Markham no one knew exactly how to find Wau from the air.
Mustar landed at Wau for the first time on April 16, 1937.
He began the service the next day with a shipment of six 100 lb bags of rice, charging a shilling a 16, and, making two trips a day, five days a week, carried 84 passengers and 27, 000 lbs of cargo in the first three months.
Rival aviation companies were not long in arriving to share the profits.
Ray Parer, the proprietor of Bulolo Goldfields Air Service who had been competing keenly with Mustar to be the first to land at Lae, came from Rabaul after many delays, and A. “Jerry” Pentland and P. “Skip” Moody soon joined them.
There was ample business for all, and by April 1928, a year after the service began, Guinea Airways (the aviation company that grew from Guinea Gold N.L.) had acquired two extra planes and was employing three further pilots and two more mechanics.
Then in March 1929 a new company, Morlae Airlines, began a weekly Lae-Port Moresby run, meeting ships from Australia and bringing passengers and frozen foods across to Wau, Bulolo, Salamaua and Lae.
At first Bulolo Gold Dredging Ltd and its parent company, Placer Development Ltd, had thought of building a road to the goldfields, but the length of time it would take and the high cost of construction and maintenance persuaded the companies to accept Guinea Airways' proposition that “skyways are the cheapest highways”.
On the advice of Mustar, Bulolo Gold Dredging purchased three all-metal, tri-motored Junkers G-31 aircraft from Germany, which Guinea Airways was to operate under licence for the gold mining company.
Guinea Airways also purchased a Junkers G-31 of its own.
They were huge planes, each capable of carrying a payload of 7100 lbs or 14 short tons together.
The airlift began in April 1931 and continued for eight years: the first dredge began work in March 1932, the eighth in November, 1939.
Another crane at the airstrip lifted the heavy machinery into the planes and a rail crane unloaded them at Bulolo.
Eventually operations became so efficient that nine round trips a day were possible.
The airlift was a remarkable undertaking.
It pioneered the use of aviation in the transport of heavy cargo and, in the words of one writer, “in every respect it constituted a world record”.

Friday, July 18, 2008

Amelia Earhart and Papua New Guinea



Last year 2007 marks the 70th anniversary of one of the greatest unsolved aviation mysteries of all time. ]

The mystery – that of American aviatrix Amelia Earhart – intimately involves Papua New Guinea as Lae was her last port of call before she disappeared somewhere over the vast Pacific Ocean.

Amelia Earhart, darling of American aviation, went missing in July 1937, after leaving Lae for the longest stretch of her around-the-world flight.

The mystery and a long fruitless search –costing many millions of US dollars - had begun. Today, 70 years after her final takeoff – from Lae in Papua New Guinea’s Morobe Province – the mystery is still to be solved.

World attention was focused on Lae in 1937, and continues to this day, when it was the last port of called for Earhart before she disappeared.

Old Lae residents used to recall entertaining the couple in the Hotel Cecil the night before their departure, and then seeing them off the next morning.

Their plane was so overloaded with its eight tonnes of fuel that it was still barely clearing the waves as it disappeared from sight, flying east along the Huon Gulf coast on its way to Howland Island, 4600 kilometres to the north.

On such occasions Lae-ites, regardless of class or social position, felt they were part of history.

Today, a plaque to her memory stands at the Amelia Earhart Park, opposite the famous old Lae airport.

Up the hill from the park, at the Melanesian Hotel, the bar is named Amelia’s after this great woman.

For the last 69 years, hundreds of rumours and theories – some practical but most the products of over fertile imaginations – have kept the memories of Earhart and her navigator, Fred Noonan, alive for millions of Americans.

One of the popular crank theories is that Earhart and Noonan were on a spy flight for the US government and were captured by the Japanese and executed, something that has been vehemently disclaimed by the Japanese to this day.

Some have searched the sea, believing the plane ran out of fuel.

Others think she survived a crash landing but died on a deserted island.

The conspiracy-minded claim Earhart survived and lived out her life under an assumed name as a New Jersey housewife.

There are even bizarre, out-of-this-world urban legends that she was captured by aliens on a UFO.

To US aviation buffs, she is still ‘Amelia’ and they talk about her as though she only went missing yesterday.

The 39-year-old pilot took off from Oakland, California, on June 1, 1937, on what was reported to be her last record flight.

Slim, almost boyish, reminding one of Katherine Hepburn, Amelia Earhart had been setting records for 10 years.

In 1932, she had set a solo record for her Atlantic crossing and earned the nickname of ‘Lady Lindy’, because her slim build and facial features resembled that of Charles Lindbergh.

A year later, she married New York publishing magnate, George Palmer Putnam.

A university graduate, Earhart spoke five languages.

When not flying, she spent most of her time on welfare work in the Boston slums.

Never satisfied with her records, she was always planning something greater.

This was to be IT – the ultimate in long distance flying! She wanted to be the first woman to fly around the world!

Navigator Fred Noonan, senior navigator of Pan American World Airlines, was considered as good as any in the United States.

He had already crossed the Pacific 18 times, directing the flight of the company’s famed China Clipper.

Their aircraft, a twin-engined Lockheed Electra, fast and sophisticated for its day, was well suited to the task.

They had reached Darwin, Northern Australia, 40 days after leaving Oakland.

Possibly to save weight for the long over-water legs to come, they had then unloaded their parachutes.

From Darwin, it was a short trip over to Lae.

New Guinea was the departing point for the most grueling leg of the flight – near 4600 kilometres over water to Howland Island, the longest ocean crossing ever attempted. Their destination was a speck of sand and coral in the mid-Pacific 2.5 kilometres long and just under a kilometer wide.

The Lockheed was to be the first aircraft to land on its newly-constructed airstrip. “Even with a first class navigator on board, it would be an incredible feat to find the island by celestial navigation and dead reckoning alone,” wrote Australian aviator and Earhart researcher Terry Gwynn-Jones in 1977.

“With an error of only one degree in reading, they would miss the island by 72 kilometres.

“Thus it was that the US government stationed the fleet tug Ontario half way along the route and the Coast Guard cutter Itasca at Howland.

“Besides voice communication radios, the Itasca had a radio direction finder and a radio beacon that could be picked up by the aircraft’s Bendix radio compass.

“Once the Lockheed got to within a few hundred kilometers of the island, the Itasca could guide them in.

“Or so it seemed!”

Earhart maintained radio contact with New Guinea, and then later the Itasca and Ontario, until this was lost.

Her last words were: “We are in a line of position 157-337. Will repeat this message on 6210. We are running north and south. We have only a half hour’s fuel and cannot see land.”

The message blasted through loud and clear over the radio of the United States Coast Guard ship Itasca.

The woman’s voice betrayed anxiety.

Quickly, the operator switched to the 6210 kilocycle band and waited for her call.

It never came.

Her silence was shrouded by the crackling of static interference out over the vast Pacific Ocean.

Amelia Earhart, darling of American aviation, was missing

The old Lae Airport


The old Lae airport has played a significant role in the history of the town, Papua New Guinea, and the whole world for that matter.
Mordern day Lae and PNG grew because of the airport (picture above shows the old Lae airport in its heyday in the 1970s).
The greatest airlift the world had ever known started from Lae to the Bulolo goldfields in the 1930s.
World attention was focused on Lae in 1937, and continues to this day, when it was the last port of called for the famed American aviatrix Amelia Earhart before she disappeared somewhere over the deep-blue South Pacific ocean.
Lae airstrip was bombed out by the Japanese on January 21, 1942, however, recovered to become a major player in the development of post-war PNG.
I still have unforgettable memories – as a child - of flying to Wewak, Rabaul, Buka, Kavieng, Goroka and many other places in that trusty old Ansett, TAA and later Air Niugini DC3s and F27s.
The old Lae airport started losing its thunder in 1977 when Nadzab, an American World War 11 strip, became operational.
Fierce political squabbling over the pros and cons of Lae and Nadzab continued until 1982, when, in an unsolved mystery (just like Amelia Earhhart), the Lae airport terminal was burned down.
Nadzab had taken away its glory; however, Lae continued to be used by Air Niugini and other third-level airlines until 1987.
Lae continued to be used as the base for the PNG Defence Force Air Transport Squadron until it was transferred to Port Moresby in 1992.
After that, one of the greatest icons of PNG history was literally left to the dogs, and became covered by bushes.
It was only recently that the land was sub-divided for commercial purposes as well as given back to the traditional landowners.
The story of the old Lae airport is a fascinating one, and is well-documented in the book Lae: Village and City, written by pioneer University of Technology lecturer Ian Willis.
The discovery of gold at Edie Creek above Wau in 1926 sparked off a gold rush which led to the exploitation of the rich deposits of the Bulolo-Watut river system by large-scale mechanised mining.
The rigours and cost of the eight-day walk into the goldfields and the difficulty of building a road from the coast led to the early introduction of an aviation service.
The driving force behind the development of the goldfields was Cecil J. Levien, a former Morobe District Officer who has been described as a “rare and formidable combina­tion of opportunist, practical man and visionary”.
Levien persuaded the directors of Guinea Gold N.L. that startling profits would be made by any aviation company that could provide a service to eliminate the arduous walk between Salamaua and Wau.
He secured an option on a small DH-37 plane in Melbourne and engaged a pilot, E. A. “Pard” Mustar, to bring it to New Guinea.

He then selected Lae as the best place for the coastal airstrip and without bothering to obtain official permission, took on about 250 labourers to clear and level a landing ground under the supervision of Tommy Wright, the foreman of the agricultural station.
The construction of the airfield was perhaps the biggest enterprise ever undertaken at Lae and greatly perturbed the local villagers, who watched amazed as a vast area of bush was torn down and gardens were flattened.
They were in for further surprises when Mustar and his mechanic, A. W. D. Mullins, flew in from Rabaul, where they had been assembling and testing the plane.
Their arrival brought the full power of Western technology home to the villagers with a shock.
Mustar's account of his landing in Lae on 30 March 1927 gives a sharp sense of their mixed excitement and confusion: “Our staff welcomed the machine . . . And the Kanakas! Good Lord! They came in droves to see the `big feller pidgeon'. My engineer, Mullins, was over six feet tall, while I am only 5ft. bins. short, and the Kanakas couldn't understand why the little man was `Number one masta longa pidgeon'. They examined the machine and decided it was `strong feller too much. Me no savvy this feller fashion belong white master'. Some of these natives had travelled for days down the mountains to see the 'pidgeon' .. . They took full measurements of the wings and all parts of the machine with lengths of cane to carry back to wondering villagers.”
The mastery of Europeans, previously seen in their goods and possessions, was now indisputable.
The aviation service was a success from the start.
After two unsuccessful flights around the mountains south of the Markham ­no one knew exactly how to find Wau from the air.
Mustar landed at Wau for the first time on 16 April.
He began the service the next day with a shipment of six 100 lb bags of rice, charging a shilling a 16, and, making two trips a day, five days a week, carried 84 passen­gers and 27, 000 lbs of cargo in the first three months.
Rival aviation companies were not long in arriving to share the profits.
Ray Parer, the proprietor of Bulolo Goldfields Air Service who had been com­peting keenly with Mustar to be the first to land at Lae, came from Rabaul after many delays, and A. “Jerry” Pentland and P. “Skip” Moody soon joined them.
There was ample business for all, and by April 1928, a year after the service began, Guinea Airways (the aviation company that grew from Guinea Gold N.L.) had acquired two extra planes and was employing three further pilots and two more mechanics.
Then in March 1929 a new company, Morlae Air­lines, began a weekly Lae-Port Moresby run, meeting ships from Australia and bringing passengers and frozen foods across to Wau, Bulolo, Salamaua and Lae.
This service cut the time needed to get from Port Moresby to the goldfields from six days to one.
The town developed quickly as the volume of traffic increased.
What had been a rough clearing in the bush in early 1927 soon acquired workshops, hangars, storage sheds, offices, houses and barracks.

At first the growth was unsupervised and chaotic.
Guinea Gold N.L. had built the airstrip without permission and had no power to prevent other operators from using the land or erecting buildings.
As a result early Lae grew as a large European squatter camp.
Each new arrival simply set himself up wherever he pleased without concern for ownership.
Levien in particular was concerned at the uncontrolled building, which he believed was becoming a hazard to aircraft.
No one was sure who owned the land, but that the local villagers may have had rightful claims does not seem to have been considered.
The question of ownership was finally settled in favour of the administration.
The government, with might on its side, ended the squabbling between the various contenders by resuming a large area including the airstrip in August 1927.
Earlier the land had been put up for sale by tender by the Custodian of Expropriated Properties, who had control of it because it was the property that had been expropriated from the Neu Guinea Compagnie.
The administration had been a tenderer, but concerned that it might be outbid by an ambitious, go-getting company like Guinea Gold N.L., it withdrew its tender and resumed the land instead.
The government took a huge slice-the entire 11721 acres of the Compagnie's holding­ stating that it needed the land for an aerodrome, a shipping depot, an agricultural station, and native reserves.
Those wanting to build now had to arrange a lease with the government.
The administration was strongly influenced by an officer of the Department of Civil Aviation, W. J. Duncan, who had been seconded by the Australian government to the New Guinea administration to report on and supervise the founding of aviation services in New Guinea.
Duncan's report, which he submitted in late 1927, recommended that the administration should take responsibility for airport construction and maintenance, that it should sub-divide the area around the airstrip into a series of blocks, each three chains wide and five chains long with a roadway between them and lease each for £20 a year.
Lae thus became the prototype for New Guinean towns built around airstrips.
In such places the airstrip dominates the shape and form of the town, usually occupying the central position. (Later air­port towns were Goroka, Mount Hagen, Kainantu and most sub­district headquarters opened since World War I1).
The airstrip in New Guinea is perhaps analogous to the railway station of an earlier era in America and Australia, because it has generally decided the shape and the settlement pattern of the town.
In early Lae this was obvious: the workshops and hangars clustered between the end of the airstrip and the wharf, the Europeans lived to the east of the strip, near the river terrace, while the New Guinean labourers generally lived on the far or western side.
An important impetus to the growth of Lae was the decision of the gold mining interests to airlift in sections the heavy mining machinery they used for treating the Bulolo and Watut River gravels.

At first Bulolo Gold Dredging Ltd and its parent company, Placer Development Ltd, had thought of building a road to the goldfields, but the length of time it would take and the high cost of construction and maintenance persuaded the companies to accept Guinea Air­ways' proposition that “skyways are the cheapest highways”.
On the advice of Mustar, Bulolo Gold Dredging purchased three all-metal, tri-motored Junkers G-31 aircraft from Germany, which Guinea Airways was to operate under licence for the gold mining company.
Guinea Airways also purchased a Junkers G-31 of its own.
They were huge planes, each capable of carrying a payload of 7100 lbs or 14 short tons together.
The airlift began in April 1931 and continued for eight years: the first dredge began work in March 1932, the eighth in November, 1939.
It proceeded smoothly because of the spirit of co-operation existing between Bulolo Gold Dredging and Guinea Airways, and because of their streamlined operation.
At Lae they had a wharf 75 feet long, with half a mile of railway running around the foreshore to the storage sheds at the airport.
Because of the unsatisfactory harbour facilities at Lae-unstable foreshore, open anchorage and steeply sloping seafloor-all cargo had to be lightened ashore in barges, which were then unloaded by steam crane.
Another crane at the airstrip lifted the heavy machinery into the planes and a rail crane unloaded them at Bulolo.
Eventually operations became so efficient that nine round trips a day were possible.
The airlift was a remarkable undertaking. It pioneered the use of aviation in the transport of heavy cargo and, in the words of one writer, “in every respect it constituted a world record”.
While it lasted the power of Western technology was daily impressed on the local people, who stood by bemused as the town grew around them.
The airlift stimulated the steady development of the town and by 1942, when it was destroyed by Japanese bombing; it had about 120 European residents, about sixty Chinese and perhaps several hundred New Guineans.
It became a bustling, busy place, and though it remained chiefly a centre of the aviation industry, it developed a distinctive town life of its own.
Something of its busyness can be seen in a 1935 report in the Pacific Islands Monthly:
“Lae is now a township ranking high in the Mandated Territory of New Guinea. It is a centre of great activity . . . and one of the biggest (if not the biggest) aircraft centres in the southern hemi­sphere. The European population is now around the hundred mark and is increasing with each steamer. Accommodation is being taxed; so much so that a new hotel has been commenced and is expected to be completed in a month or two."
A death that momentarily focused world attention on Lae was that of the American aviatrix, Amelia Earhart Putnam, who vanished with her navigator, Fred Noonan, after leaving Lae in June 1937 on the longest leg of their trip around the world.
Old Lae residents used to recall entertaining the couple in the Hotel Cecil the night before their departure, and then seeing them off the next morning.

Their plane was so overloaded with its eight tons of fuel that it was still barely clearing the waves as it disappeared from sight, flying east along the Huon Gulf coast on its way to Howland Island 2600 miles to the north.
On such occasions Laeites, regardless of class or social position, felt they were part of history.

Thursday, July 17, 2008

Old Lae pictures (point cursor to picture for caption)















Feedback to the Errol Flynn story

I received this comment from one Dianne Gibson in regards to the Errol story below (which has been used previously in this Blog): "I was fascinated to read the article you posted on Errol Flynn. So much of what you write is known to me as my father owned a copra plantation on the Edie Creek during the time Errol Flynn was in PNG. In fact he "borrowed" 5 pounds from dad and (as you say in the article) when dad wrote to him in Hollywood asking for the money, he was sent an autographed photo. Dad also told me the story about the dentist. However, my father didn't like Flynn at all, mainly because of his womanising and brawling. He later refused to watch any film that featured Flynn due to his intense dislike of the man.

"Dad spent 17 years in PNG and then came to Sydney. Prior to that he served with the 8th Light Horse in Egypt during WWI and after his stint in PNG came to Sydney. Like Flynn, my father also wrote for "The Bulletin". His pen name was "Maliesh" but his name was Leonard Wignall. Unfortunately he died in 1961 when I was only 16 and I'm sure he had many untold stories.

"Thank you for your article, it brought back memories of my father.

"With kind regards
Dianne Gibson"

Come in like Errol Flynn


Papua New Guinea's rich and colorful history is littered with the names of likewise gaudy characters that have carved a niche for themselves.

Few, however, have made more of an impact than the flamboyant and swashbuckling Errol Flynn.

With the discovery of very good paying gold in 1926 at Edie Creek above Wau - six days walk from Salamaua - a gold rush of massive proportions started, not only from Australia but from beyond.

With the major discovery of gold came the last two categories of what the White population of New Guinea was divided into: Missionaries, Moneymakers, and Misfits or Fools, Freaks, and Failures.

Not least among the Misfits was the one who became a Hollywood star - Errol Flynn.And none, probably, has done more to promote PNG than this lovable rogue who went on to become the world's top sex symbol.

The superb scenery, glorious hills and harbours, white beaches, and shady copra plantations are still today as Flynn describes them in his famous autobiography, My Wicked, Wicked Ways.

Even though Flynn is long dead- through excessive drinking and womanising - he still lives on in PNG.

Places like Salamaua, Wau, Bulolo, Lae, Finschhafen, Port Moresby, Laloki, Rabaul, Kavieng, Madang, and the Sepik River have become famous because of My Wicked, Wicked Ways.

His book remains a bestseller to this day and, in places like Salamaua or Wau - just to name two - people still talk about him."Flynn used to drink here,"they'll tell you in Salamaua, or, "this is where he went mining for gold", they'll reminisce in Wau.

Legendary Australian patrol officer, JK McCarthy, recalls in his book, Patrol Into Yesterday, how Flynn stepped in once to protect a small man from a bully: "It was done in the most dramatic style and all of us should have foreseen that he had a movie career ahead of him. There was the noisy bar, the crowd of onlookers, the challenge and the hero knocking the loud-mouthed one cold, right on cue."

Flynn has been called many names: adventurer, thief, lover, liar, murderer, and Hollywood legend.

He probably didn't do much good while he was here, but nevertheless, he placed PNG on the world map as a place where a young man can find himself.

The true-life story of movie superstar Errol Flynn was more dramatic and incredible than even the wildest of his many Hollywood-starring roles.

He may have more swashes then anyone before or since, but Flynn was also a liar and a thief, an incurable seducer of women (and men), a fraudster, hustler, and even murderer... all before the age of 21!

Before the age of 21, Flynn was tried for murder.

He was a thief, a liar, a bad boy in every instance,he was a gigolo, a hustler, and was even accused of being a spy - then he conquered Hollywood.

Wildly promiscuous from an early age, his teenage years were a frantic roller coaster ride of sex, adventure, ill-gotten riches, drink, sex, fighting... and more sex.

Panoramic portrayals of his amazing past have brought the true legend of Flynn explosively to life, blowing the lid off his rabble-rousing time in the gutters of Sydney, and his death-defying escapades searching for gold in the jungles of New Guinea.

Flynn was simply the sexiest, most charismatic star of the Golden Era of Hollywood.

The epitome of a lusty, virile hero, Flynn turned the World into his stage as millions fell for his wicked, wicked ways.

Superstar and legend, Errol Flynn was Hollywood's symbol of male virility during the Golden Era of moviemaking.

He was adored by fans worldwide, admired by millions, despised by many.

Flynn was the quintessence of the swashbuckling hero, but his on-screen exploits were pale echoes of his real life adventures.

Flynn's prowess with women was so infamous that the expression "Come In like Flynn" became a common phrase used to describe the ease with which a man might conquer a woman.

In fact, after a life rocked by success and scandal, Errol Flynn died under dubious circumstances aged 50, supposedly while having sex with a woman.

As an actor, Flynn built the foundation for characters later elaborated by Mel Gibson, Arnold Schwarznegger, Harrison Ford, and Kevin Costner.

He died at age 50 of a heart attack, having had a good run in Hollywood with 53 films - some for Jack Warner, others contracted out to MGM - across from great female players such as Olivia De Haviland, Maureen O'Hara, Bette Davis, Greer Garson and others.

Errol Flynn was born Errol Leslie Thompson Flynn on June 20, 1909 in Hobart, Tasmania, Australia.His parents were Professor Theodore Thompson Flynn and Lily Mary Young.

Professor Flynn was a well-known marine biologist and zoologist who later went on to receive an MBE for his work at Queens University, Belfast.Errol also was a direct descendant - on his mothers' side - of Midshipman Young from the infamous HMS Bounty Mutiny of 1789.

The 18-year-old Errol Flynn - with an already shady background - arrived in New Guinea in October 1927 to make his fortune on the newly discovered goldfields at Edie Creek, Wau.

From his arrival he tried unsuccessfully to bluff himself into money as a cadet patrol officer, gold prospector, slave recruiter, dynamiter of fish, trapper of birds, manager of coconut and tobacco plantations, air cargo clerk, copra trader, charter boat captain, pearl diver and diamond smuggler.

He was also a prolific writer and contributed regularly to Australian newspapers and magazines with absorbing tales about the untamed jungles of New Guinea.

Flynn soon discovered that the Australian government had a severe shortage of patrol officers, and he hoped to bluff his way through in Rabaul, but this colonial career was short-lived when his background was discovered.

He moved restlessly from one job to another, acquiring many different skills but no great competence.

Hoping to get rich fast, he lived by his wits and ran up many debts.

In Rabaul, although considered a likeable and capable young man, his reputation for roguery quickly spread and he ceased to be with the Administration.

His best memory of Rabaul was of "a wonderful saloon where you encountered everything the world could yield up - miners, recruiters, con men, thieves, beachcombers, prospectors - cubicles both downstairs and upstairs, several phonographs playing, cards".

Long after Flynn had left he was remembered around Rabaul, mostly for the unpaid bills he left behind.

Even after he became famous as a film star, he never paid any of those bills.If people wrote asking him to pay, he would send them autographed photographs of himself, saying these were much more than what he owed them.

The story is told of the famous occasion when a film of Flynn's was showing in Rabaul, and at the end of the credits, a dentist to whom Flynn owned a large account jumped up and shouted: "And teeth by Eric Wein."

In 1928, with money from his work on a coconut plantation and a loan from a shipping company in Sydney, Flynn bought a schooner and took an American film company to make a documentary about headhunters on the Sepik River.

He recalls: "The last place in the world I wanted to go was the Sepik River, a human graveyard. I cruised to the north-east coast, where the red, muddy Sepik River flowed into the sea.

"We moved into the broad stream, running against a strong current.

"The Sepik is a monster waterway 600 miles long.

"No white man has been up the river more than 200 or 300 miles and the nature of the river or the land beyond that was practically unknown and remains little known to this very day.

"The waterway was heavily populated with mosquitoes, kanakas, and pukpuks (crocodiles).

"As we traveled the garamuts, tomtoms made of crocodile skins, kept up a steady communication: 'Outsiders, big magic on the water, beware'.

"When we came in close to shore and tried to get film of the natives, we got arrows instead, real ones, and poisoned.

"In 1929, Flynn sailed from the offshore islands to Salamaua, to fulfill his original ambition.

He hired eight men, bought marching gear and gold-digging equipment, and set out for the goldfields at Edie Creek.

The tough march from Salamaua to Wau - through a region filled with blackwater fever and poisoned arrows - tested men's limitations.

The rigorous walk between Salamaua and Wau took up to a week, Flynn writing of how the gold fields had to be approached from Salamaua by 10 days'smarch through leech-infested jungle, in constant fear of ambush, and at night wondering 'whether that crawly sound you heard a few feet away might be a snake, a cassowary or maybe only a wild boar razorback...I have seen Central Africa, but it was never anything like the jungle of New Guinea'.

At Edie Creek, temperatures were high during the day and fell steeply at night.

There was an epidemic of dysentery and malaria, with no trained doctors to attend to the sick.

His men left, and Flynn quickly realised that, "I had neither the provisions, nor the money, nor the necessary men to work a claim properly. The competition with other prospectors who were better set up was too much".

He lost everything he owned and was forced to take a job as manager of a tobacco plantation in Laloki, near Port Moresby.

Six months later, Jack Hides, a flamboyant patrol officer and old Papua hand, turned up at Flynn's place and noted in his diary that Flynn was doing a creditable job.

Flynn had criticised the Australian administration in a letter to his father in Tasmania.

Writing to The Bulletin soon after his arrival, he protested against a government policy that affected his own plantation, the high import taxes imposed on tobacco: "Papua is one of the natural homes of the tobacco plant, and, as Papua is part of the Commonwealth and is in receipt of a yearly subsidy of £40,000 from the federal government, the obvious market for its tobacco is Australia. But the market is closed by a prohibitive tariff."

At Laloki, the man who was to become the world's top sex symbol, wrote about his affair with Tuperselai, a beautiful Papuan girl: "We let ourselves be carried down by the current of the stream and, on the shores, in a secluded nook of shade, at last we made love.

"I can only say that I don't know when again my heart pounded so.

"I was less alone and soft-aired Laloki River is one of my most precious, poetic memories."

In January 1933, in the bush near Finschhafen, Morobe District, Flynn began to 'blackbird' local labourers.

His diary recorded that enslaving human beings also involved an element of trust - which was frequently betrayed - and described his conversation with a tribal chief who said he "had given me all their young men and I must look after them well. He enjoined me that I must not sell any of them and when their time had finished must bring them back myself".

Flynn later observed that, "If you spend more than five years in New Guinea you were done for, you'd never be able to get out, your energy would be gone, and you'd rot there like an aged palm".

In April 1933, he sold his property and suddenly left the island with some smuggled diamonds and a case of malaria that would plague him for the rest of his life.

During his years in New Guinea, from the age of 18 to 24, Flynn came to maturity and formed his adult personality.New Guinea brought out the worst and the best in him.

He was willing to try anything, but wouldn't work at anything for very long.

He said, "There is no thrill like making a dishonest buck" and always expected others to support him when he had no money of his own.

He lived by his wits, bluffed his way through crises, and used his fists when he had to.

One of Errol Flynn's greatest loves was writing.

Apart from his autobiography My Wicked, Wicked Ways, he wrote two semi-autobiographical novels Beam Ends and Showdown and in addition wrote articles for the Sydney Bulletin whilst in PNG under the pen-name "Laloki"; for the magazine Photoplay during his first years in Hollywood and his "holiday" in Spain during the Civil War; and then in 1959 he wrote about the Cuban Revolution during which time he was present alongside Fidel Castro.

These writings are compiled in a book called From a Life of Adventure: The Writings of Errol Flynn ed. by Tony Thomas.

Errol Flynn loved many women, but he is said to have once confided to a close friend that two of his greatest loves were New Guinea, and writing.

Two top PNG bloggers share their secrets





I have been inundated with queries from all over the country about Blogging since I started writing on the subject last fortnight and again last week.
For the benefit of these people, I have asked two of Papua New Guinea’s esteemed Bloggers, Emmanuel Narakobi and Robert Schilt, to share their thoughts on Blogging - one of the fastest-growing means of mass communication.
Emmanuel runs the Masalai Blog (http://masalai.wordpress.com/) while Robert runs http://www.trupela.com/ out of Goroka.
“I had been hearing allot about it in the media and on the Internet throughout 2006 and after seeing the beautiful writing on one of my own friend’s Blog, http://islandbaby.blogspot.com/, I decided I’d give it a go,” Emmanuel recalls.
“The initial purpose was to provide a medium other than my company website where I could be less formal in discussing what was going on at my business.
“In a way I saw it as an alternative way of advertising.
“After getting started, like any website, I was now asking myself how I get people to see my writing and to leave comments.
“So I started visiting PNG Scape, the popular PNG forum.
“I would leave comments on there in the IT section and then I would have links back to my Blog so people could come and comment.
“After employing this trick for a while I noticed that it started to work and so my hits then began to increase.
“But then I ran in to some issues with the owners of the PNG Scape Forum, who after a while, stopped me from posting anything on the Forum because they believed that it was taking people away from the forum, especially in their IT section.
“After some discussions with them we compromised that as long as I put up their link on my Blog and if I kept most of the articles on their website then they would allow me again to post comments on their forum.”
The rest, as they say, is history and the hits began to climb, as can be verified by http://masalai.wordpress.com/2008/07/01/masalai-blog-statistics/, from 442 hits a month in December 2006 to 5,205 hits in June this year.
“I guess, after all that, the hits began to climb quickly each month,” Emmanuel continues.
“So I now average between 4,500-5,000 hits a month, which has been absolutely amazing to me.
“A lot of what I write about is ICT-related, but I try not to get too technical and to keep it fun so as to keep the attention of the readers.
“As many active bloggers like Malum Nalu can tell you, it’s wonderful how many different and like-minded people you meet through the Blog.
“I now have a growing list of contacts in my industry that actually relate to my work and it has even led to a new article in the Pacific Islands Business magazine, which is published in Fiji for the South Pacific.
“Blogging isn’t for everyone, because you have to update it frequently.
“So you have to have a passion for what you are writing about and a keen interest in it.
“Because obviously, the more you update it, the more people keep coming back to read what you have to say.
“From a business perspective, it can be one of the best ways to advertise online.
“Tourism companies in PNG would be a great example of a perfect use for a Blog to tell people about travels and places to stay when you are in PNG.
“It’s been 19 months now since I stared and I’m up to 70,837 hits, so to anyone who wants to give it go, start right now.
“It’s free and all it will cost is your time to share your thoughts with the world.”
Schilt, an expatriate IT manager at the Goroka Base Hospital, is another of the keen Bloggers in PNG.
“I have been an avid blogger since early 2005 and although I have never attracted thousands of regular readers nor created layouts to blow your mind, I have thoroughly enjoyed the process and have remained reasonably consistent as far as the frequency and the content that I publish,” he says.
“What triggered the whole blogging thing for me was when I decided to come and work as a volunteer in Papua New Guinea back in early 2005, I was seeking a means to share the adventure with the family and friends back at home.
“A so-called Blog, or Weblog, seemed like the perfect medium for achieving this need and so this is when blogging for me got off to a flying start.
“There are currently thousands of online articles, news feeds, websites, and of course blogs available for the Blogger, just ask Google! - from tips and techniques, to customisation guides and of course a myriad on the esoteric topic of Search Engine Optimisation (SEO).
“Blogging can be as simple or as complex, as fun or as serious, as little work or as time consuming as you want.
“In the end and if you decide to start your own Blog - you and only you can decide the what, the when and the how’s - the means, the guidance and resources to do it are generally widely available.
“Believe it or not but there are folks around that have found a way to make a comfortable living out of blogging.
“Whether it’s designing blogs for another people, writing stories, or even those that have found a way of creating an unattended blog - one that is capable of automatically ‘pinching’ stories/posts from other websites/blogs/newsfeeds and then re-publishing them as their own, these blogs normally carry adverts which of course make money for the owner.”
Robert adds: “There are times I wished that I was in a position to immerse myself into blogging full-time - then again I’m glad that I have other responsibilities in my life which drag me away from the potentially addictive nature of this cyber past-time.
“Although my basic reason for blogging remains the same as it was back in early 2005 when I started out, the interest and curiosity in the incredibly-diverse selection of tools available to bloggers has really caught my fancy.
“There are many times when I can see how caught up I have become in the periphery tasks associated with blogging such as customisation, SEO and function.
“In the end it’s the quality and content that attracts the readers plus it has always been my intention to preserve uniqueness and individuality of my web presence.
“When I reflect on this I always end up making a decision to drop the nerdy/techo stuff and refocus on my primary reason for blogging: the writing and the sharing.”

How Voco Point, Lae, got its name






Point of history


Voco Point, Lae, is one of the busiest coastal trading points in the country!

On any given day, coastal vessels from throughout the country – from Alotau to Manus, from Lihir to Vanimo – line up at the wharves.

The passenger boats ferry people to Finschhafen, the Siassi islands, Kimbe, Rabaul, New Ireland, Oro Bay, Alotau, Madang, and Wewak.

The local shops make fortunes every day and the roads are chock-a-block with humans and vehicles.

In a nutshell, Voco Point is one of the busiest coastal trading points in the country.

It continues a great tradition started by Morobeans of long ago.

The pre-World War 11Vacuum Oil Company – Mobil – had a depot at the site of Voco Point; hence, Voco is short for Vacuum Oil Company.

Mobil Oil Australia was established in Australia in 1895 and traded as Vacuum Oil Company.

It was the first oil company to operate in Australia, New Guinea, and of course Lae.
As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Vacuum Oil Company (Voco) Point, and remained as the main wharf until after the war.

The local Lae villages call Voco Point Asiawi, and in days of yore, it was a traditional trading ground that bustled with activity.
They came from as far away as the Siassi and Tami Islands, Bukawa, Salamaua, and Labu to meet and exchange goods in this ancient market place.

Researchers know that around the Huon Gulf, a complex and extensive trading system – dependent on canoe voyages – had existed long before contact with Europeans.

The greatest mariners were the Siassi and Tami Islanders, whose boats sailed up the Rai Coast towards Madang, plied the coast of New Britain, and penetrated far to the south in the Huon Gulf.

The Lae, unlike their Labu neighbors, were not great mariners but did build two types of canoes: a small dugout for local fishing and the larger Kasali (sailing canoe) for longer trips.

Supply lines stretched across the Vitiaz Strait to New Britain, up the Rai Coast towards Madang, and deep into the Upper Markham and the high valley of the Huon Peninsula.

According to one researcher, the distinctive feature of this trade was specialisation in the production of certain goods.

The Lae produced taro and fruits; the Labu specialised in woven handbags and baskets; the Bukawa produced taro, fruit, rain capes and mats of pandanus leaves sewn together; the Tami Islanders carved a variety of wooden bowls; while Siassi Islanders acted as middlemen, trading Huon Gulf products into New Britain and bringing back obsidian for knife blades and ochre for paints.

The inlanders and mountain people brought to the beach produce that the coast did not grow so well: yams, sweet potato, and tobacco.

They also brought with them items of wealth such as birds of paradise plumes, dog’s teeth, and cockatoo feathers.In return, they took shells and shells ornaments, pigs, fish, and salt.

The inland trade route at Lae ran through Yalu to the Markham Valley and through Musom to the highlands of the Huon Peninsula.

Trading was carried out through a system of partnership with certain individuals and families at different ports.

This may explain how traces of the old Ahi – Wampar language are said to exist as far away as the coast of West New Britain.

It may also explain the undercurrent of friendship and co-operation between the people of the Huon Gulf coast, from Salamaua to the Siassi islands.

In 1979, a strange phenomenon occurred when a whirlpool came and tore away a large chunk of land and destroyed part of the Yacht Club.

This surprised many people, but not the local landowners, who said it was an evil spirit called Yaayaa.

According to the traditions of the Gwatu clan of Butibam Village, their original village, Ankuapoc, was near Asiawi.

Asiawi, according to mythology, used to be a long point which went out much further than today but was eaten by the evil spirit called Yaayaa which comes in a whirlpool and takes away chunks of land, the last of which was in 1979.

As Lae boomed with the Wau and Bulolo goldfields in the 1920s, a shipping depot connected by railway to the airstrip was established at Voco Point and remained as the main wharf until after the war.

Voco Point is now the terminal for local shipping and small boats, second to the Lae Port.

But it has made an indelible mark on the history of Lae, Morobe Province, and Papua New Guinea, and continues in the same vein.
Where once ancient mariners braved the rough seas, with only the moon and stars to guide them, now modern coastal vessels load machinery for the new gold mine on Lihir.

This is Voco Point, also known as Asiawi.