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The New Zealand Railways Magazine, Volume 7, Issue 4 (August 1, 1932)

History of the Canterbury Railways

page 45

History of the Canterbury Railways

(Continued.)

Mr. Henry Payne, one time guard on the Wairarapa line. Mr. Payne, who is 90 years of age, is at present living in Masterton.

Mr. Henry Payne, one time guard on the Wairarapa line. Mr. Payne, who is 90 years of age, is at present living in Masterton.

The Northern Railway and the Rakaia Bridge.

The thirtieth session of the Provincial Council began on the 20th November, 1868. The opening had been delayed owing to the illness of the Superintendent, and the session was of short duration. The Council was asked to consider the appropriation of the unexpended balance of the Canterbury Loan (1862). The Northern Railway and the Rakaia Bridge were mentioned by the Superintendent as works specially deserving consideration.

It was decided to invite capitalists to undertake the construction and equipment of the North Line on terms of guaranteed interest on cost, and the sum of £30,000 was placed on the Estimates for the purpose of forming a basis of guarantee. The Superintendent subsequently invited offers on the conditions proposed by the Council, but without result.

On 11th December a Bill authorising the construction of the Rakaia Bridge was passed.

When dealing with the estimates for the working of the Canterbury Railways, the Council reduced the sum proposed from £30,646 19s. to £27,000. The Superintendent then asked that a sum of £1,500 in addition to the latter amount be voted. He explained that a sufficient time had not elapsed since the Government took charge of the railways to admit of making such reductions and practising such economy as a longer experience of the details of working might enable the management to effect. The expenditure had already been diminished by £1,000 per annum. He deprecated hasty action, and suggested that it was advisable to leave such powers of expenditure in the hands of the Government, as increased traffic or other emergencies might call for. The Council voted the additional £1,500, and replied to the message as follows:—

“This Council is unwilling that Your Honour should not have at your disposal funds to enable the Government to carry on the administration of the railways with confidence, and, while of the opinion that the expenditure of this branch of the service may be diminished, relies upon the Government to make such reduction as it may find to be consistent with the efficient working of the lines.”

The question of the rates of pay was raised by Mr. A. C. Knight, who considered the estimates as passed were excessive. After discussion, the Council passed the following resolution:—

page 46

“The Council is of opinion that labourers employed by the Government should not as a rule be paid higher than those in the employ of private individuals.”

Interesting Proposals.

The Council was prorogued on 12th December, 1868, and met again on 7th May, 1869. On 13th May, Mr. Knight gave notice of the following motion:—

“(1) That the railways be let for a term of years, and that tenders be at once invited so that they may be out of the hands of the Government by the end of the financial year; (2) that His Honour the Superintendent be empowered to let the above, with the consent of the Executive, for a term not exceeding five years, and the maximum rates of the tolls to be charged by the lessees be 30 per cent. lower than the schedule to the Railway Tolls and Management Amendment Ordinance, 1868.”

The first clause was moved accordingly, when an amendment was proposed that public tenders be invited for the purchase of the railways. The debate was adjourned, and, though the item stood on the order paper, the adjourned debate had not been resumed when the Council rose on 5th June. Meantime, on the 18th May, a select committee, of which Mr. J. D. MacPherson was chairman, was appointed to enquire into the management of the Canterbury Railways, with special reference to the traffic arrangements, and the sufficiency of the present buildings and rolling stock.

In their report, dated 1st June, 1869, this committee stated (in part) that there were too many officials, and that they did not work in harmony, often labouring at cross purposes, and they had too much of the spirit of departmentalism among them; that some of those who had been examined gave evidence of a want of that daily and hourly attention to the exigencies of the traffic, which it required. They also stated that the rolling stock was not properly utilised, trucks being kept standing under load for weeks and the storage charges not being collected. The committee made the following recommendations:—

“(1) That the railway and all its arrangements be placed in charge of one competent, experienced and responsible person, with full authority to manage everything in and about the whole line, subject only to the authority of the Superintendent; (2) that repairs to the rolling stock should be proceeded with immediately, so that it may be in good order before the next wool and grain season; (3) that before again employing the heavy engines on the South line strict enquiry should be made as to the necessity for doing so, as the evidence before the committee was very contradictory; (4) that, as soon as possible, additional warehouse accommodation be provided in Lyttelton, also that tenders be invited for the lease of reclaimed land in Lyttelton for the purpose of the erection of private warehouses; (5) that an addition be made to the goods shed at Templeton (6) that the practice of sending verbal messages from the stationmasters to headquarters, and vice versa, be discontinued, and that written communications be substituted.”

In conclusion, the committee expressed the opinion that the Government had not exercised proper supervision over the railway officials nor supplied them with sufficient instructions as to their duties.

On the discussion of the adoption of the report by the Council an amendment was carried:

“That the thanks of the Council are due to the Committee on the Management of the Railways for their report, which contains many valuable suggestions, but the Council does not concur in the last clause imputing want of proper supervision on the part of the Government, and that a copy of the report, and of all the evidence taken on the matter, and all documents produced be forwarded to His Honour, the Superintendent.”

Safety of Lyttelton Tunnel.

On 31st December, 1868, Mr. G. Thornton, who was Acting-Provincial Engineer, was appointed Railway Engineer, in succession to Mr. Dobson, who, in view of page 47 the conditions then existing in Canterbury, had retired from the Provincial Government service and accepted a position in Melbourne.

In a report, which was laid before the Provincial Council, Mr. Thornton drew attention to what he considered possible risks owing to the condition of certain parts of the Lyttelton tunnel. It was decided that the opinion of Mr. T. Paterson, C.E., of Dunedin, be obtained regarding the stability of the work. Mr. Paterson
Twenty Years Ago. (Photo., courtesy R. T. Bailey, Ohakune.) Putting down points and crossings in the railway yard at Ohakune (North Island Main Trunk Line) in 1912. Ganger in charge, Mr. R. T. Bailey (right), now Inspector of Permanent Way, Ohakune Junction.

Twenty Years Ago.
(Photo., courtesy R. T. Bailey, Ohakune.)
Putting down points and crossings in the railway yard at Ohakune (North Island Main Trunk Line) in 1912. Ganger in charge, Mr. R. T. Bailey (right), now Inspector of Permanent Way, Ohakune Junction.

had come to New Zealand in 1863 as Engineer for Roads and Railways for the Provincial Government of Otago, but after two years in that position had been in practice on his own account.

His services were much sought after and relied upon. His report, dated 29th June, 1869, regarding the Lyttelton tunnel was accompanied by drawings showing the correct lines of the tunnel. The divergences from the correct centre, at various points, varied from 4½ inches to as much as 13½ inches. Near the middle of the tunnel the rails were laid practically to the correct line, indicating that the centre line during the construction had been correctly defined, and that the deviations were put in to accommodate them to the different parts of the excavation and in order to save further excavation for adjustment. Some portions already built (of walls and arching) did not comply with the true centre, and there was danger from surfaceman moving the rails during repairs. The grade shown in the contract plans was 1 in 287, but for 17 chains (62 ch. to 79 ch.) was 1 in 140 at time of inspection. Drawings showing grades and sectional area were submitted. The sectional area for several chains required enlargement to provide for the proposed load gauge, and the permanent way required overhaul. In places it was laid in a careless and negligent manner, the sleepers being of short length and badly spaced, and the fastenings irregular.

Mr. Paterson expressed regret that his opinion, when acting on the Railway Commission of the previous year, which page 48 opinion was formed on a cursory and general examination, was not confirmed on a closer inspection. Mr. Dobson then stated that all arching and other works he had ordered or considered necessary, had been executed, and he appeared perfectly satisfied as to the condition and safety of the work. On his then instructions he did not feel called upon to interfere with Mr. Dobson's responsibility as engineer.

Particulars were given of the further work required, including additional walls and arching, and the taking out of irregularities, at an estimated cost of £4,100.

The Council also sought the opinion of Dr. Hector, Government Geologist, regarding the safety of the tunnel. Dr. Hector replied that he understood his opinion was required as to whether the nature of the rock through which the tunnel was excavated would, if not more extensively supported than at present,
“One picture is worth a thousand words.”—Old Chinese Proverb. Display made at the Dunedin Winter Show, 1932, by the New Zealand Railways Outdoor Advertising Branch.

“One picture is worth a thousand words.”—Old Chinese Proverb.
Display made at the Dunedin Winter Show, 1932, by the New Zealand Railways Outdoor Advertising Branch.

lead to continual fractures of the sides and roof through the action upon it of the atmosphere, steam, and other agents to which it was subjected. He gave particulars of the rock structures and formation. He stated that his examination of the tunnel was too cursory to enable him to illustrate his remarks by reference to precise localities, but having carefully examined, and analysed chemically, a very extensive series of specimens collected by Dr. Haast while excavation was in progress, he had no difficulty in ascertaining the leading features of the rock formations in respect to the particular object of his enquiry. In conclusion, he stated: “In furnishing these notes I think it my duty to record my opinion, founded on personal observation, that nothing but vigilant and almost continual inspection will warrant the tunnel being kept open for traffic until it is more thoroughly finished.”