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The New Zealand Railways Magazine, Volume 6, Issue 3 (August 1, 1931)

Modelled On British Lines

Modelled On British Lines.

The First Locomotives.

The Lyttelton-Christchurch Railway was built to the British standard of construction, the rails being laid in iron chairs fastened to the sleepers and held in position in the chairs by wooden wedges known as “keys.” The rails were 18ft. long, and have been variously stated as weighing 75lb., 72lb. and 70lb. to the yard, but were referred to officially as 70lb. rails.

The first locomotive arrived at Ferry-mead on 6th May, 1863, and a second of the same class on 18th April, 1864. These were tank engines weighing approximately 30 tons each. They had four coupled and two leading wheels (type 2–4–0). The driving wheels were 5ft 6in. in diameter. (When the contract for the Great South Line was let, two more engines of the same description were ordered).

Contractors' Three Years' Lease of the Railway.

At the time the line to Ferrymead was approaching completion, the Provincial Council passed a resolution recommending that tenders be invited for the lease of the line and wharf for three years, by which time it was expected that the tunnel would be completed. The Superintendent, however, considered that it was preferable for the contractors to retain possession while the tunnel work was in progress. He, therefore, made an agreement with Messrs. Holmes & Co. to lease and work the railway between Christ-church and Ferrymead for the three years, the lessees to pay 6 per cent, on the cost of construction for the first year, 8 per cent. for the second year, and 10 per cent. for the third year, in return for the revenue. There were no sidings at the intermediate stations, Opawa and Hills-borough (now Woolston), and these stations were not officered. Passengers joining there obtained tickets from a travelling booking clerk.

The Railway Operating Staff.

It is interesting to recall here that Messrs. Holmes and Co. obtained the nucleus of the operating staff from Victoria, Australia, the staff including Mr. Joseph Jones, Stationmaster at Christ-church, and Mr. George Fitzmorris, Stationmaster at Ferrymead. Other members brought over by Messrs. Holmes and Co. included Messrs. A. Beverley (engine driver), J. Dickenson (fireman), G. Bentley (guard), A. Sedcole and R. Knuckey (crane-drivers, Ferrymead), W. Hasloch and J. Currie (porters, Ferrymead), W. Syms (head porter), W. Pleasance and G. Duffy (porters), and Joseph Irving, shunter at Christchurch.

T. M. Fowke, for many years guard on the Canterbury Railways, joined the service at Christchurch soon after the Ferry-mead line opened, and after a few months at Christchurch was transferred to Ferrymead as porter. Harry Smith, timekeeper, storekeeper, paymaster, and general factotum on the tunnel contract, came from Victoria with the contractors; W. Bourke was also employed as a timekeeper on the contract, and P. Gilmore, who had had previous railway experience in Ireland, was appointed clerk at Ferry-mead. These three last-mentioned officers were subsequently in charge of various stations in Canterbury. Early tradesmen employed in the erection and maintenance of plant and rolling stock were: Messrs. J. Hyde (fitter), W. Woodward and P. Pope (blacksmiths), E. Round (striker), W. Anderson (carpenter), and J. S. Lane (painter). Mr. A. McKenzie, page 36 was employed assisting the fitter and subsequently became fireman, loco. foreman, and loco, inspector.

The goods business at Christchurch was in charge of a Goods Manager, and was afterwards divided into two sections, viz:—Inside Goods, including the management of the sheds, or warehouses; and Outside Goods, dealing with such traffic as was delivered and received in the yard. Mr. E. W. Tippetts was Inside Goods Manager, and Mr. H. Hesketh Outside Goods Manager. Messrs. E. W. Tippetts and Edwin Silk had been associated in Victoria with Mr. J. M. Heywood, founder of the Christchurch firm of J. M. Heywood and Co. Mr. Heywood was Secretary and Manager of the Canterbury Steam Navigation Co., and Mr. Tippetts was in charge of the company's wharf (steam wharf) on the Heathcote River. When the Railway was opened, a great deal of the business was diverted to Ferrymead, and the steamer company leased its wharf. Mr. Tippetts, with his clerk, Mr. W. Packard, joined the Railway service, and Mr. Silk also was in that service for some time.

An Expert Gunner.

Mr. Hesketh had been a gunner in the Royal Navy, and when he joined the Railway service he brought with him a battery of two guns with which he fired salutes on suitable occasions. The guns were also used at times for starting and winning signals in connection with regattas, then a popular form of amusement. Although generally referred to as “the railway battery,” the possession and use of the guns was entirely Mr. Hes-keth's affair, and when he left the railway service his battery also left. The care of the guns was entrusted to an ex-sailor named Louis, who was also employed by the railway in looking after tarpaulins, ropes, and bolsters and in doing other handyman jobs. He took great pride in the guns and kept them in first-class condition. When they were in action he handled the sponge and rammer like an expert.

The traffic on the Christchurch-Ferrymead Railway for the first two and a half years after opening was as under:—
PassengersGoodsGrainTimberWool
Half-yearended.No.tons.bushels.super. ft.bales.
*30thJune,186443,4779,19731,004757,8794,729
31stDec.,186437,8469,91638,9171,033,9291,915
30thJane,186536,9007,24843,1741,724,5574,630
31stDec.,186534,7465,41538,5561,321,2921,531
30thJune,186625,5326,34431,6261,595,2026,692

Lyttelton Harbour Works.

The recommendation of the Harbour Commission that the advice of an English expert be obtained regarding the proposed harbour works at Lyttelton having been approved, Mr. W. B. Bray, the Chairman of the Canterbury Commission, went to London and, in conjunction with Mr. G. R. Stephenson, Consulting Engineer for the Province, obtained the advice of Mr. J. R. McClean who at that time was probably the most eminent authority on harbour works. Mr. McClean, in 1864 and 1865, was President of the British Institution of Civil Engineers and an engineer of international repute. He was a member of the International Commission on the Suez Canal, and had designed and carried out works of the Birmingham Canal Navigation, Bute Docks, Cardiff Docks, Alexandra Docks, Newport, and other important works. Messrs. McClean, Stephenson and Bray were appointed a Commission to report as to Lyttelton Harbour, and they recommended what is the basis of the present harbour works. In laying the report of this Commission before the Provincial Council the Superintendent stated (in part):— “It may be assumed that the character of the works ultimately required are determined by this report. Though the cost of the undertaking is so large that I cannot hope to see it completed, it is desirable that the work be commenced without delay and proceeded with as speedily as the resources of the Province permit.”

In order to provide a settled finance for the major works contemplated, the Railway and Harbour Works Fund Ordinance, 1864, was passed directing the Provincial Treasurer to open an account page 37 called the Railway and Harbour Works Account, and from 1st July, 1864, to pay into it:—

1. Two-fifths (⅖) of the territorial revenue of the Province.
2. All rents and net profits of the Railways and Harbour Works.
3. All sums borrowed and raised by the sale of bonds, debentures, or other securities.

And to pay out of it:—

1.Interest and sinking fund.
2. All such sums as shall by one au-thority of law be appropriated towards the construction of Railways and Harbour Works.

Railway Station and Wharves.

A plan for the arrangement of Lyttelton station, prepared by Mr. Edward Dobson, the Engineer for the Lyttelton and Christchurch Railway, showed a reclamation of nine acres—obtained by building a breastwork and filling in between the breastwork and the shore. Abutting on this reclamation three wharves were indicated, viz.: 1. A Railway pier;
Lyttelton Harbour In 1867. (Photo, courtesy Lyttelton Harbour Board.) This view shews (in the foreground) important reclamation work in progress and (in the background) Officers' Point Breakwater under construction.

Lyttelton Harbour In 1867.
(Photo, courtesy Lyttelton Harbour Board.)
This view shews (in the foreground) important reclamation work in progress and (in the background) Officers' Point Breakwater under construction.

2. the existing town jetty, extended; 3. the Queen's pier for Home ships under the shelter of Officers' Point.

The railway pier was to be 1,200 feet long by 10 feet wide, with a depth of water of 12ft. 6in.

To give the necessary shelter for ships lying at the Queen's Pier (No. 3) a mole was to be run out from Officers' Point.

When the twenty-third session of the Provincial Council was opened on 30th May, 1865, the Superintendent referred to the financial depression existing in the colony, and the difficulty, owing to various circumstances, in negotiating the Provincial debentures on the London market.

After voting supply the Council adjourned till 21st November, 1865, when the Superintendent stated that contracts had been let for such portion of the Harbour Works at Lyttelton as were immediately required, and, by utilisation of prison labour, a commencement had been made with the larger works which the Council had authorised.

(To be continued.)

page 38
Parcels And Luggage Transport On The N.Z.R. (Rly. Publicity Photos.) (1) Goods for inter-island transport; (2) Parcels for despatch at Thorndon station, Wellington; (3), (5), (7), handling newspaper traffic; (4) through booking traffic; (6) Wellington-Auckland express which gives speedy transport for urgent parcels; (8), (9), (10), loading and unloading parcels and mails; (11), (12), handling checked luggage on the wharves at Wellington.

Parcels And Luggage Transport On The N.Z.R.
(Rly. Publicity Photos.)
(1) Goods for inter-island transport; (2) Parcels for despatch at Thorndon station, Wellington; (3), (5), (7), handling newspaper traffic; (4) through booking traffic; (6) Wellington-Auckland express which gives speedy transport for urgent parcels; (8), (9), (10), loading and unloading parcels and mails; (11), (12), handling checked luggage on the wharves at Wellington.