The New Zealand Railways Magazine, Volume 6, Issue 4 (September 1, 1931.)

History of the Canterbury Railways

History of the Canterbury Railways

(Continued.)

The First Railway Timetable in New Zealand.

The first timetable for a railway in New Zealand was issued by Messrs. Geo. Holmes and Co., the lessees of the Christchurch to Ferrymead Railway. This railway was opened for public traffic on 1st December, 1863. On the opening day trains were run at frequent intervals, giving free trips to the populace. The regular service began on 2nd December, 1863, the timetable being as follows:—

a.m. a.m. a.m. p.m. p.m. p.m,
Heathcote dep. 8.30 9.30 10.30 1.30 3.30 5.30
Christchurch dep. 9.0 10.0 11.0 2.0 4.0 6.0

Although shown in the timetable as Heathcote, the trains ran from and to the station at Ferrymead, on the Heathcote River. The existing station at Heathcote Valley was not opened until the traffic was diverted to Lyttelton. Trains stopped at the intermediate stations, Opawa and Hillsborough, when required.

The timetable was amended on and after 13th December, 1863, by running an additional train, leaving Heathcote at 4.30 p.m. and returning from Christchurch at 5.7 p.m., and by delaying the 5.30 p.m. from Heathcote and 6.0 p.m. from Christ-church to 6.30 p.m. and 7.0 p.m. respectively. The alteration gave facilities for residents along the line, chiefly at Opawa, to make use of the train for travelling to and from their business in the city, and was the foundation of suburban passenger traffic.

In addition to the week-day service, trains were run on Sundays as below:—

a.m. p.m. p.m. p.m.
Heathcote dep. 9.30 1.30 2.30 6.30
Christchurch dep. 10.0 2.0 3.0 7.0

On Sundays, also, Milne and Co. ran coaches between Ferrymead and Sumner, connecting with the 10.0 a.m. and 2.0 p.m. trains from Christchurch, taking passengers to and from the seaside.

The fares charged by Messrs. Holmes and Co., between Christchurch and Heathcote, were:—

Single. Return.
First Class 1/6 2/6
Second Class 1/3 2/-

The lessees also offered a through rate for wool of 10/- per bale from Christchurch to Lyttelton via Ferrymead Wharf. This rate included marking, weighing and delivering in port. Free storage was given for one month if required.

The by-laws and rules and regulations provided that trains were permitted to run at a speed of 35 miles per hour. In mixed trains the trucks were run behind the carriages in order to reduce the chances of shocks to passengers when the trains were starting and stopping. The carriages had spring buffers and screw couplings which enabled the vehicles to be closely coupled. The couplings of the goods trucks were the ordinary hook and link which allowed considerable slack between the vehicles, and the earlier trucks had solid buffers or deadwoods.

The Great South Line.

The contract for the Great South Line from Christchurch to Rakaia River included the supply of rolling stock, viz.:—Seven passenger carriages and 15 goods wagons as specified by the Engineer (Mr. W. T. Doyne) and two locomotives of the same type as those in use on the Lyttelton to Christchurch line. The two new locomotives (numbered 3 and 4) were obtained from the same builders who supplied the two L. and C. engines. There was at first some difficulty with No. 4. The boiler steamed well, and the engine, though a little sluggish, would run light, but, when a load was attached, it jibbed and could not be induced to pull. To outward appearance there was no reason for this, but it was not until the engine had stood in the shed for some time, that it occurred to some one to look inside. The cause of the trouble was then found to be the collapse of the internal steam pipe, which would still pass enough steam to move the engine, but not enough to enable it to pull a load. After the fitting of a new pipe the engine did good work during the remainder of its stay in New Zealand.

A Snap By The Wayside. (Photo. V. A. Stapleton.) Locomotive crew of the Wanganui Railway staff's picnic train, 1931.

A Snap By The Wayside.
(Photo. V. A. Stapleton.)
Locomotive crew of the Wanganui Railway staff's picnic train, 1931.

A somewhat lighter type of permanent way was adopted for the Southern line. Flat-footed (vignolles) rails of 651b. to the yard and fastened directly to the sleepers were used instead of the 701b. double-headed rails in chairs of the Lyttelton line.

The contractors undertook to construct the first 13 miles of line in twelve months, and to complete to the north bank of the Rakaia in two years, but this undertaking was subject to certain financial arrangements by the Provincial Council. The contract also provided that the contractors would, if required, work each section as completed for six months, providing station accommodation to enable traffic to be conveniently conducted, and to run two passenger trains each way daily, at times to be approved by the Government. The contractors were to take the traffic receipts of the line in payment of the working expenses. The tolls to be taken were not to exceed, per passenger, sixpence (6d.) per mile, and per ton of goods, two shillings and sixpence (2/6) per mile.

A conference of the Engineers for the line, with Messrs. T. Cass, Chief Surveyor, and E. Dobson, Engineer for the L. and C. Railway, was held for the purpose of deciding the number and location of stations. Their report recommended:—

1. At the corner of Lincoln Road and Town Belt.
2. At the crossing of Riccarton Road.
3. At the 14 mile post.
4. At the south bank of the Selwyn.

These were stated to be the only stations required at first, but there was space on the three chain reserve for any others which might be found necessary thereafter. When the line was working to Selwyn, however, the stations were:—Addington (1), Riccarton (2), Racecourse, Templeton, Rolleston (3), Leeston Road (afterwards Burnham), and Selwyn. The first section of the line to be constructed was from the east side of Colombo Street, Christchurch, to the George and Dragon Inn on the Great South Road, a distance of about six miles. Some enterprising settlers assumed there would be a station at the George and Dragon, and were much disconcerted when the site of Templeton station was fixed about three-quarters of a mile further south. As a solatium a stop, when required, for passengers was granted. This stop was called “Parish's,” and remained for some years. The fares charged were the same as for Templeton.

The time-table for the South Line on and after 16th December, 1867, was as follows:—

a.m. a.m. p.m.
Christchurch dep. 6.30 10.30 4.45
Templeton dep. 6.50 10.50 5.5
Rolleston dep. 7.5 11.5 5.20
Selwyn arr. 7.30 11.30 5.45
Selwyn dep. 7.50 12.0 6.0
Rolleston dep. 8.15 12.25 6.25
Templeton dep. 8.30 12.40 6.40
Christchurch arr. 8.50 1.0 7.0
Trains stop at other intermediate stations if required.

Lyttelton Station Reclamation.

The contract for the breastwork and reclamation for Lyttelton station was let to E. J. Wright, who was afterwards responsible for the construction of many other railway works in Canterbury. The specification provided for a backing of sheet piling for the breastwork, but the supply of timber being delayed and the contractor having to dispose of a quantity of stripping in order to obtain rock for the facing, reclamation was continued without the sheet piling, with the result that during stormy weather the embankment slipped into the harbour. An enquiry was held and there was some condemnation of the plan, but it chiefly appeared that in order to forward the work a risk had been taken, and the damage had resulted.

In 1866 the term of Mr. Bealey as Superintendent having expired, Mr. W. Sefton Moorhouse was again elected. In addressing the Provincial Council on 19th October, 1866, he referred to the extraordinary drain on the resources of Canterbury in favour of the Northern Island during the last few years, which had very materially affected the powers of sustaining a large public expenditure in reproductive works. He was hopeful of meeting present engagements and completing all works which had been commenced. There was still a distance of 245 yards to be excavated to complete the Lyttelton tunnel, but it was expected the line from Lyttelton to Selwyn would be ready for traffic in about nine months. The line was already working between Ferrymead and Rolleston.

A Creditable Job. The above casting (for a two-ton steam hammer) was manufactured at Hillside, and recently installed at the workshops. It is probably the largest casting ever made in our railway workshops, having a base of 5ft. × 3ft. 6in., height 4ft. 3in., and a weight of 8 tons.

A Creditable Job.
The above casting (for a two-ton steam hammer) was manufactured at Hillside, and recently installed at the workshops. It is probably the largest casting ever made in our railway workshops, having a base of 5ft. × 3ft. 6in., height 4ft. 3in., and a weight of 8 tons.

The Pioneer Engineers.

As the Lyttelton to Christchurch Railway was approaching completion, and in view of the other important works in hand, some rearrangement of the supervising staff of the Province was made at this time. Mr. Thos. L. Locke was appointed Assistant Engineer for the L. and C. Railway, thus relieving Mr. Dobson and permitting him to undertake the duties of Provincial Engineer in addition to the position of Resident Engineer for the Railway. Mr. C. M. Igglesden was appointed Resident Engineer at Lyttelton to supervise the railway and wharf work. Mr. Charles Scott, who had been sent from England as Tunnel Inspector by Mr. G. R. Stephenson, was in bad health, and it was decided to pay him six months salary and provide a passage for him back to England and terminate his engagement. His place was not filled, the work being undertaken at the Lyttelton end by Mr. Igglesden, and at the Heathcote end by a draftsman.

The Supervising Engineer for the Great South Railway (Mr. W. T. Doyne) came to New Zealand to superintend the construction of a railway for the Dun Mountain Copper Mining Co. in Nelson, which line was claimed to be the first railway in New Zealand, but as the City Council of Nelson would not permit the use of a locomotive in the streets, the line was never more than a private horse tramway. Mr. Doyne had had varied experience both at Home and abroad, and was a man of distinguished attainments, but latterly his activities were curtailed by failing health. The Resident Engineer for the Railway was Mr. J. Major, who was associated with Mr. Doyne in this and other similar works.

(To be continued.)

The First Railway Terminus In New Zealand. (Photo, courtesy Christchurch “Star.”) A view of the Ferrymead station in 1868, shewing the engine shed and hotel.

The First Railway Terminus In New Zealand.
(Photo, courtesy Christchurch “Star.”)
A view of the Ferrymead station in 1868, shewing the engine shed and hotel.

Train Speeds

There has been considerable improvement in the train speeds of most countries in recent years, but the best recorded run to date is still that made by the Ocean Mail train from Plymouth to London, in 1904, when the distance—246 1/2 miles—was covered in 3 hours 43 minutes, or at an average rate of 63.3 miles per hour.

The “International Limited,” the “daily each way” express which now links Montreal with Chicago, has one stretch of 334 miles, between Toronto and Montreal, where the average speed maintained is 55.6 miles per hour for a six-hour run.

In South Africa, where the gauge is the same as in New Zealand, viz. 3ft. 6in., there has been great attention paid to improving the times between principal points. For instance, the Johannesburg-Capetown express, which in 1910 took 43 hours 50 minutes for the 956-mile journey, now completes the trip in 28 1/2 hours, an improvement in the average rate from 21.8 miles to 33.8 miles per hour.

Our “Limited” express, from Wellington to Auckland, takes 14 hours 25 minutes for the 426 miles, an average speed of over 29 miles per hour, much of the distance, however, being over heavy grades, including the central mountain district where, at Waiouru, the line rises to 2,660ft. above sea level.