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The New Zealand Railways Magazine, Volume 5, Issue 8 (February 1, 1931)

History of the Canterbury Railways — Opening Of The Christchurch-Ferrymead Line

page 52

History of the Canterbury Railways
Opening Of The Christchurch-Ferrymead Line

(continued)

Robert Stephenson recommends the 5ft. 6in. Gauge.

In his article on the subject of Railways in New Zealand in the first issue of the New Zealand Year Book (1892) Mr. E. G. Pilcher, then Secretary to the Railway Commissioners, states that on the recommendation of the late Robert Stephenson (the eminent British railway engineer) 5ft. 6in. was adopted as the railway gauge best suited to the circumstances of the colony. This was modified to 5ft. 3in. in Canterbury and to 4ft. 8 ½in. in Auckland, Nelson, Otago and Southland, but no reasons for the alteration are given

The gauge of 5ft. 6in. recommended was probably a compromise between the 7ft. gauge of the Great Western and the 4ft. 8 ½in. of the other British railways. The question of gauge was a matter of fierce dispute in England for some time and the dispute was generally referred to as the “Battle of the Gauges.” Eventually, owing to difficulties arising from the break of gauge, the 7ft, gauge lines were converted to 4ft. 8 ½in. Railways on the 5ft. 6in. gauge were constructed in India, Canada, and elsewhere. The Irish railways were laid on a gauge of 5ft. 3in., and the State of Victoria (Australia) adopted the Irish gauge. This is also the gauge of the railways of the Argentine Republic, and Lord Frederic Hamilton, in his entertaining book, “Here, There, and Everwhere,” explains the reason for its adoption. He writes:—

“It appears that in the middle of last century a firm of English contractors built a railway in Ireland, for the construction of which railway they were not paid. In 1855 these contractors were employed to build a short railway from Balaclava to the British lines. Thinking to make some use of the Irish rolling stock, which they had seized but could not readily dispose of on account of the difference in gauge in England, they obtained permission to construct the Crimean railway on the 5ft. 3in. gauge so as to use the Irish rolling stock. This they did, and two years after the conclusion of the war they obtained a contract to build a 21-mile line from Buenos Ayres to the River Tigre. They obtained permission to build this railway on the Irish gauge, and considering the Crimean rolling stock was still in good order, they transported it from the Black Sea to the Argentine.”

At the time of the visit of Lord Frederic Hamilton to the Argentine in 1883, two of the Crimean engines, the “Balaclava” and the “Eupatoria” were still running on this little line. Later railways followed the lead of the pioneers so that all the Argentine railways were built on the Irish gauge.

The contractors for the Lyttelton to Christchurch railway had just completed a contract on the Melbourne to Essendon line and had plant of the 5ft. 3in. gauge all ready to start work in New Zealand. This fact may have influenced the Canterbury Provincial authorities in adopting the same gauge as in Victoria. Upon the introduction of inter-Colonial steamer service, Melbourne was also to some extent a basis of supplies for the southern provinces of New Zealand.

Excavating the Lyttelton Tunnel.

The organisation for the supervision of the contract included a Superintending Engineer (Mr. G. R. Stephenson) in London, a Resident Engineer (Mr. Edward Dobson) in New Zealand, and two tunnel inspectors selected and sent to the colony by Mr. Stephenson.

The contractors brought their plant for the operations at the Heathcote end of the tunnel up the Heathcote River to a page 53 suitable landing place just above the ferry, and at this landing place the Ferrymead Wharf was afterwards constructed. The tunnel work was carried on from both ends. The tunnelling was all done by hand work and horse traction. Mr. F. W. McLean (late Chief Engineer N.Z.R.) in his Post-Presidential address to the New Zealand Society of Civil Engineers in February, 1922, mentions that among the difficulties encountered by the contractors was that of obtaining suitable steel for drills. This difficulty was surmounted by Mr. Edward Richardson, a member of the firm, taking to England a quantity of the road excavated, and inviting the steel-makers to make a steel suitable for the purpose.

Nevertheless, good progress was made. Reporting on the 1st July, 1863, Mr. Dobson stated that 1087 yards of the tunnel (541 yards at Lyttelton end, and 546 yards at Christchurch end) had then been excavated or about two-fifths of the total length in two years.

Constructing the Christchurch-Ferrymead Line.

Meantime the preparation of the track between Christchurch and Heathcote was undertaken, and in order to take advanttage of this work it was decided to lay
The Department's Car And Wagon Shops In The South Island. Two interior views at the Addington Railway Workshops (Christchurch) shewing (left) the car shop, and (right) a corner of the bogie shop.

The Department's Car And Wagon Shops In The South Island.
Two interior views at the Addington Railway Workshops (Christchurch) shewing (left) the car shop, and (right) a corner of the bogie shop.

a spur line to the Ferrymead landing and to construct there a wharf at which cargo (including railway material) from and to vessels on the river could be handled. This decision led to some difference of opinion between the Superintendent and the Provincial Treasurer regarding payment for constructing this spur. The Treasurer declined to pay on the Superintendent's warrant the cost of the land required, on the ground that the spur to Ferrymead was not authorised as part of the Lyttelton to Christchurch railway. The Treasurer resigned, and the cost of this portion of the railway was paid out of the Provincial revenue and not out of the Railway loan. There was also some difficulty in acquiring at a reasonable price the land for the Christchurch station, and the abandonment of the site originally proposed was considered, but after some delay the matter was eventually settled by arbitration. On 30th June, 1863, the line from Ferrymead to Christchurch was reported as all ready for platelaying. A quantity of rails had already arrived and the balance, sufficient for five miles was expected during the following month. The Ferrymead wharf was in a forward state, and the timber for the station buildings was being cut at the contractors’ steam mills in Pigeon Bay.

(To be continued.)