The Lyttelton tunnel was pierced on the 24th May, 1867, the rate of excavation being from 5 1/2ft. to 6ft. per day. At 4 p.m. on the 23rd May, when it was estimated that seven to 10 yards still remained to be driven, a heavy charge fired at the Lyttelton end cracked the face at the Heath-cote end, and at 6.30 a.m. on the 24th, the Lyttelton miners broke into a drill hole driven from the Heathcote end. They passed an iron rod through this hole, and thus made the first through communication. The distance between the faces was then 14ft., and the levels and alignment were apparently correct. At 3 a.m. on 29th May the Lyttelton gang made a passable breach and rushed through to Heathcote, where they paid a visit to Mr. Holmes (of Geo. Holmes and Co., the contractors) at his residence. He congratulated them, and entertained them at breakfast. There had been considerable rivalry between the opposing gangs as to which should first break through, and the Lyttelton men thus obtained the credit of being successful in establishing through communication.

First Man to Pass Through the Tunnel.

It was claimed that Mr. Harry Smith was the first man to pass through the tunnel. He came from the Heathcote portal, and though a Lyttelton man was first through the breach, Mr. Smith, having the shorter distance to go, reached the Lyttelton portal before the Lyttelton man reached the Heathcote portal.

The contractors then invited His Honour the Superintendent and local members of the Provincial Council to pass through the tunnel. A train left Christchurch at 12 noon for Heathcote Valley, whence the visitors were conveyed on trollies to Lyttelton, but had to tranship at the point of junction. At Lyttelton they were met and entertained by the Mayor and leading residents.

It is recorded, as a matter of interest, that the first thing carried through the tunnel was a copy of the newspaper Bell's Life in Victoria. This newspaper, which had just arrived at Lyttelton by mail from Melbourne, was passed through an aperture at the face before the larger breach was made.

Owing to the work still being in progress the public could not be admitted to the tunnel, but on Whit Monday (10th June) a public procession was arranged. The tunnel was illuminated by tallow candles set in tin sconces on the walls. A train of nine carriages was run at frequent intervals between Christchurch and Heathcote Valley, and it was estimated that 2,000 persons were carried.

Through Rates Charges.

Some adjustments of clearances and floor levels had still to be made in the tunnel, and these the contractors expected to be completed about 15th November, 1867. They accordingly advertised the following through rates to operate from the date of opening:—

From Christchurch station to Lyttelton station, and vice versa: Heavy goods 5/- per ton, light goods 7/- per ton.

From merchants' stores in Christchurch to Lyttelton station or vice versa: Heavy goods 7/- per ton, light goods 9/- per ton.

From Christchurch to ship's side at Lyttelton: Heavy goods 9/6 per ton, light goods 12/- per ton.

General goods from Christchurch to South bank of Rakaia, 37/6 per ton; from Christchurch to Selwyn, 14/- per ton. Coals: Lyttelton to Christchurch 6/- per ton, Christchurch to Selwyn 12/6 per ton.

Wool to ship's side at Lyttelton: From south bank of Rakaia, 13/6 per bale; from Selwyn, 9/6 per bale; from Rolleston, 8/- per bale; from Christchurch, 5/- per bale.

Before the opening of the tunnel wool conveyed by lighter from Heathcote, 2/6 per bale additional. Wool waiting shipment will be stored at Christchurch for 2/- per bale.

Grain: From Selwyn to Lyttelton, 4d. per bushel; from Rolleston to Lyttelton, 3d. per bushel; from Templeton to Lyttelton, 21/2d. per bushel; from Christchurch to Lyttelton, 2d. per bushel; from Selwyn to Christchurch, 21/2d. per bushel.

The rates for wool and grain include weighing, marking, advising, and other charges.

The contractors undertook cartage between Rakaia and the railhead at Selwyn.

On 16th November, 1867, the Lyttelton Times announced that the rails were then a farewell dinner to the workmen was to be given that day. It was also stated that it was proposed to carry the outward English mail by train to Lyttelton on Monday, 18th November, but a few more days would be required to perfect the arrangements before the public would have the advantage of the train service.

The first through train was run on the night of 18th November, 1867. Engine No. 3, driven by A. Beverley, hauled a train of goods wagons to Lyttelton. This was a private trial trip, only the engineer and the contractor being present.

Farewell Dinner to Tunnel Workers.

The farewell dinner to the workmen to celebrate the completion of the work was held on the afternoon of Saturday, 16th November. His Honour the Superintendent and other guests were invited and there were also present about 250 workmen. A train left Christchurch at 4 p.m. for the mouth of the tunnel. It had been intended to run this train through to Lyttelton, but unforseen delays prevented this. By the use of trollies the guests were conveyed to the Lyttelton end of the tunnel, where the tables were laid. After the customary toasts, Mr. Holmes proposed the healths of the leading employees who had been engaged on the work, mentioning the names of Ned Walker, Harry Smith, Perkins, Wright, Sampson and others. The company separated about 10 p.m.

It was mentioned that only two serious accidents had occurred during the progress of the work. Both these accidents were caused by explosives. In one case a miner struck a charge which had failed to explode, and in the other case a snuff from a candle fell into an open keg of powder, from which a workman was filling charges for blasting.

Opening of Christchurch-Lyttelton Line.

The line between Christchurch and Lyttelton was opened for passenger traffic on 9th December, 1867, Trains ran as under:—

This service was also run on 10th December. The regular timetable was commenced on 11th December, as under:—

Fares between Christchurch and Lyttelton were: First class, single 2/6, return 4/-; second class, single 1/6, return 2/6.

Mixed trains were run, the goods wagons being attached behind the carriages as when working to and from Ferrymead.

On the opening of the line to Lyttelton, the railway between the junction with the main line and the wharf at Ferrymead was closed. The staff at Ferrymead was transferred to Lyttelton. Mr. G. Fitzmorris became the first stationmaster at Lyttelton. Mr. G. Walker was booking clerk, Mr. W. Hasloch, shunter, and Mr. T. Fowke, platform porter and later head porter. Harry Smith was appointed stationmaster at Heathcote Valley.

The Contractors and the Provincial Government.

A temporary agreement was made with the contractors for the working of the line till 31st March, 1868, but when that date was reached the contractors had still not completed the work. The agreement was extended, but the Provincial Secretary wrote to the contractors asking them to state within what time they would be prepared to complete the tunnel and hand over to the Government the Lyttelton to Christchurch page break

Forty-Four year ago
Names
1. W. H. Turner.
2. H, Field.
3. A. R. Taylor.
4. I. W. Turner.
5. I. L. Hester.
6. P. Couch.
7. T. Tatnell,
8. J. W. Reed.
9. W. H. Warren.
10. T. Wyman.
11. A. W. McWilliams.
12. F. W. Arnold.
13. J. S. Reid.
14. C. Collier.
15. T. Hay.
16. H. M. Spencer.
17. W. H. Griffin.
18. J. Boothman.
19. T. W. Rentoul.
20. T. Bradley. (Stationmaster)
21. E. M. Cole.
22. J. Owen.
23. J. Bradley.
24. A. S. Button.
25. W. H. Slater.
26. W. Haden.
27. H. Tregear.
28. J. Parker.
29. W. R. Bradley.
30. J. Andrews.
31. W. J. Johnston.
32. J. Sullivan.
33. W. J. Harrington.
34. C. Burnes,
35. E. J. Norris.
36. S. W. Woodbury.
37. W. Hanson.
38. S. Hutchinson.
39. J. Wilson.
40. W. Bailey.
41. J. C. Relph.
Some Pioneer New Zealand Railwaymen.

page 47 railway, in a finished state. The contractors replied on 1st April that they were not in a position to give a definite answer until the engineer had inspected the work.

Mr. Dobson's Report.

On 2nd May the engineer (Mr. Dobson) reported that there still remained to be done in the tunnel, the bringing of the track to its permanent level, the replacing of damaged and short length sleepers, the arching over of the shafts, and the protection of walls and roof in certain places mentioned. In his opinion it was not practicable to bring the permanent way to its proper level, and to arch over the shafts, without closing the tunnel for eight clear days. The remainder of the work could be done without stopping the traffic. Under those conditions the work could be finished without serious risk of accident in from six to eight weeks. On the other hand, if the Government were prepared to close the line for three weeks, the whole of the work in the tunnel could be done in that time, provided proper supplies of labour and material were made available beforehand.

A copy of this report was sent to the contractors, and on 9th May they were asked to say on what date they would guarantee to deliver the Lyttelton to Christchurch railway completed to the Government:

(1) With trains running as at present.

(2) If traffic were stopped for eight days as suggested by Mr. Dobson.

Or, alternatively, what allowance they would be prepared to make if the Government took over the line in its unfinished condition, say at the end of the then current month.

On 12th May Messrs. Holmes and Co. replied that they saw no need to alter the grade in the tunnel as it was a good gradient for all practical purposes. To change it, as the engineer suggested, would take at least a month with the staff of miners available, and the traffic would require to be entirely suspended while the work was in operation. It would take eight to ten weeks to finish the other work in the engineer's list, if (1) the trains continued running, but (2) by stopping traffic for eight days the work could be finished a fortnight earlier. Messrs. Holmes and Co., however, stated that they would not be prepared to hand over the finished line while the maintenance of it remained in their hands. If the Government desired to take the works off their hands at the end of the month, they (the contractors) would expect payment in full of all moneys due to date, including the claim made on 19th December, 1865, for filling in the station ground at Lyttelton, together with interest accrued. They also expected to be paid the percentage retained by the Government in term's of the original contract, as well as payment for further extras (of which details would be furnished), and compensation for obstruction by traffic and other matters. It would take a considerable time to measure up and furnish details in works of such magnitude before adjustment could be arrived at, but they would commence to do so at once if the Government desired it, and terminate the contracts and agreements as soon as that could be done.

The Provincial Secretary replied next day, saying that the Government required a detailed statement of all money claims under contract or otherwise, and would be glad if the contractors would, as suggested, measure up and furnish details for the adjustment of contracts and agreements.

Claim by Contractors.

On 18th May the contractors submitted a list showing a total claim of £22,300, exclusive of the £10,000 percentage retained under contract. If required to hand over the railway in its present state they were prepared to allow £500 for completion and maintenance for six months.

There the matter rested till 17th June, when the Provincial Secretary wrote that the Provincial Council would meet on 3rd July and the session was expected to be of short duration. As a vote of the Council had to be taken before any sums could be paid, the Government required details of the claims mentioned in the letter of 18th May. Fail-considered by the Council there was liable to be delay in reaching a settlement. The Provincial Secretary further intimated that as the existing working agreement expired on 31st July the Government proposed to take over the line on that date. On 19th June page 48 the contractors replied that they would not give up possession of the line while they remained responsible for the maintenance of it, but would offer no obstruction to the Government working it. They further stated that the list given in their letter of 18th May was drawn up hurriedly in order to meet the Government's wishes, and they now withdrew that letter as they found that important items had been omitted.

On 27th June the Provincial Secretary gave formal notice that on the expiry of one month from 30th June the Government would terminate the contract and take possession of the line on the grounds that the stipulated progress in accordance with the contract had not been made.

On 2nd July Messrs. Holmes and Co. notified that the line between Ferrymead Junction and Lyttelton would be closed against traffic from that date until the work was finished. They offered, however, to run a service between Christchurch and Ferrymead in the meantime if the Government so desired. This offer was accepted.

Mr. H. Smith and his staff from Heath-cote Valley then took charge of Ferrymead station. The tunnel remained closed from 3rd to 27th July.

(Continued.)

The Sailing Clipper Days.
(Photo, courtesy Lyttetton Har Board.)
Lyttelton harbour in 1887. In the centre of the picture may be seen the famous ship “Lady Jocelyn.”

Rail-Operated Road Transport

(From Our London Correspondent.)

Railway-operated road transport is making big strides these days in Europe. In England, the Great Western Railway has just placed a big order for additional road motors amounting to nearly £90,000, the majority of the vehicles being for goods department working. The Great Western claims to be a pioneer of rail-road development, for its first road motor services were instituted as long; ago as 1904. Since the Great War, and especially during the past few years, it has continued to expand its services.

The country lorry services, operating over an area of from twelve to fifteen miles from railheads, have brought into immediate touch industrial centres and outlying villages, with the result that traffic of every description now passes freely and speedily between country districts and big manufacturing towns. These services have also relieved farmers of the necessity of carting their own traffic to or from railway stations, and enabled them to concentrate their energies upon the farm itself.