Interesting Details

The first railway of Canterbury and New Zealand was built on the broad-gauge basis of 5ft. 3in. The change to the present standard gauge of 3ft. 6in., when the railways were taken over by the General Government, was effected in one week-end. The original selection of the broad gauge, which required a corresponding width of tunnel, has proved fortunate for modern traffic, as this additional space has permitted some remarkable hauls of bulky manufactures through this important arterial tunnel.

As the years went on, and the volume of passenger and freight traffic increased, Canterbury's people began to feel handicapped by the limitations page 11 of the single-line tunnel. Some years ago there was a lively movement for the construction of a canal from Sumner to Christchurch, and in recent years came a demand for a duplication of the tunnel track. Eventually the possibilities of relief by the aid of electrification were carefully considered, and the outcome was a decision in 1926 to make a change from steam to electric traction.

Tenders for the supply of six electric locomotives and materials for the overhead equipment were invited in England, Europe, and America, and eventually the quotation of the English Electric Company was accepted. The installation of the overhead equipment was carried out by the Signal and Electrical Branch of New Zealand Railways, under the direction of Mr. H. J. Wynne (Engineer of this branch), and his assistant, Mr. G. W. Wyles. This work has been completed satisfactorily, at a cost substantially below the estimate. The contracts for the erection of the substation at Woolston were made by the Public Works Department, and this work was done under the supervision of the Hydro-electric Branch.

Each of the six electric locomotives has a length of 38ft. and a weight of 50 tons, with a total horsepower of nearly 1,200 (from four motors). The engines, of modern design, have at each end a driver's cab in which are the master controller, brake and auxiliary controls, and pantograph raising cocks. The driver's seat is in the middle of the cab, the rear-view mirrors on each door give him a clear view down each side of the train to take shunting or guards’ signals. The master controller is similar to that usually found on tramcars, except that it is on a smaller scale, and the controller-handle itself is fitted with a “dead-man's handle.” If the driver becomes incapacitated, the consequent removal of his hand from the handle automatically cuts off the main power and applies the air-brake.

One immediate effect of the clean and comfortable electrification is a reduction of four minutes in the run between Lyttelton and Christchurch. The banishing of smoke and sulphur fumes will be a boon, of course, to train-operating staffs and linemen as well as to passengers.