Further evidence taken by the Provincial Council regarding the Lyttelton to Christchurch railway was from persons interested in shipping and opposed to the railway scheme. Their evidence was on much the same lines as that of Mr. George Gould, referred to previously.

Early Steamer Services.

Robert Latter, merchant. Lyttelton, considered that the existing port was unsuitable for deep-sea wharves, that goods would always require to be lightered from, and to the ships in the stream, and that it would be cheaper to send the goods direct from the ship's side up the Heathcote River. He considered the existing steamer service to Heathcote and Kaiapoi quite satisfactory. He did not agree with the estimates of land sales, as when the most favoured spots had been bought only the most distant lands which would not be benefited by the railway, would remain. He thought the charging of an infant settlement with an expenditure so far above its ordinary revenue would prejudice investors. He admitted he had not made himself familiar with the estimates of revenue for the next six years as laid before the Council. He would accept them with some reservations. He did not doubt the estimates, but parties might draw different conclusions from the same data.

Mr. E. J. Jones, wharfinger, of the Union Wharf, Heathcote, stated that his business was chiefly confined to sailing vessels. They charged from 10/- to 1 2/6 per ton for freight from ship's side at Lyttelton to wharf at Heathcote. Wharfage at Heathcote was 3/4 per ton, and cartage to Christchurch 5/- or 6/- a ton. Steamers charged a higher freight on account of giving better despatch. The sea freights mentioned did not include insurance. New Zealand vessels could not insure at ordinary rates to cross the Sumner Bar. The charge for wharfage could not be reduced unless wages were reduced. It included handling and a week's storage. Carts could make two trips a day between the wharf and the city. A good load for two horses would be 2½ tons. The carts usually came back empty.

There was a considerable timber business at the Union wharf, and vessels bringing timber from other provinces took back produce when it was available, but there were slack and busy times. Freight on timber from Auckland was 6/- per 100 ft. to Lyttelton, and usually 1/- more to Heathcote River. Sailing vessels had been detained as much as three weeks inside the bar waiting to cross outward, but he could not mention any case recently of more than a week's detention. By some improvement of the river, vessels of 150 tons could be brought up to the wharves. There had been as many as twenty-five vessels in ten days at the Union wharf.

Mr. J. C. Aikman, wharfinger, of Aikman's wharf, stated that when he commenced business as a wharfinger, three years previously, carriage from Lyttelton to Christchurch, including delivery, was 3 4/6 a ton. The present rate was 25/- a ton. With a sufficient quantity of goods it was capable of still further reduction. With 30,000 tons of goods annually, and the same number of steamers, it might be reduced to 16/- a ton. This would give a better return on capital than at present. There were three steamers trading up the river, and they were barely holding their own. The “Mullough” steamer, for which he was agent, had made one trip a week, occasionally more, for the last six months. The steamer “Planet” page 36 frequently came twice a week. The “Avon” had made only two trips so far. The expenses of the “Mullough” were £100 a month, but this did not include insurance. She could carry 60 to 70 tons, and was usually three-parts full.