Early Traffic Returns.
Great South Line.

One of the first motor jiggers introduced on the N.Z.R. The snap was taken at Mercer, about 1902, and shews (at back) Mr. C. Holm Biss, District Engineer, and front (left) Mr. H. Buxton, District Traffic Manager, and Mr. H. J. Jones, Stationmaster.

In anticipation of the early completion of the contracts, an amended working agreement was made with the contractors. This agreement began on the 1st September, 1867, and was originally for six months, terminating on 31st March, 1868. As the Lyttelton tunnel was not then ready to be handed over, the agreement was extended to the end of July, when the Provincial Government took charge of the Railways. The traffic during the period of eleven months was as under:—

West Coast Railway Extension.

In view of the goldmining activities on the West Coast of the Province, the Superintendent (Mr. Samuel Bealey) in addressing the Provincial Council on 21st November, 1865, stated that in anticipation of the extension of the Railway system to the West Coast, he has temporarily reserved land for lines in that direction. In January, 1867, the Council approved a resolution that in order to provide a more rapid and easy mode of communication between the East and West Coasts, the Superintendent offers a moderate rate of interest to induce contractors and others to undertake the construction and due working of a railway from Christchurch to Hokitika. The Council undertook to indemnify the Superintendent to not exceeding £5,000 in furtherance of this resolution. When opening the next session of the 7th June. 1867, the Superintendent (Mr. Sefton Moorhouse) stated that in accordance with the resolution passed last session, he had caused to be made a reconnaissance survey of the country through which the line to the West Coast should be carried, and had the gratification of informing the Council that he was advised that a perfectly practicable line could be made commencing at Horsley Down. The distance to Hokitika was about 100 miles and the estimated cost of the line, exclusive of rolling stock, would be at the rate of about £6,000 per mile. He added that though at present the undertaking may be far beyond the means at their disposal, yet the information and knowledge of the country obtained during the survey would not only have an important present value, but would be of the greatest utility in the future when the natural development of the resources of the Province warranted procedure with the work.

This terminated the project for the time, and the Council rescinded its resolution regarding the guarantee of interest on construction.

On the West Coast some small sections of tramway were constructed in connection with the development of the gold fields, such as Hokitika to Kanieri, Hokitika to Stafford, and Greymouth towards the Teremakau River, later extended to Kurnara.) These were private or company ventures and served these districts well in the absence of roads which would have been very costly to make and maintain.

The Great Northern Railway.

Another work which was held up by the difficulty of raising capital was the Great North Railway. The Act authorising page 43 the construction from Addington to the south bank of the Ashley (Rangiora) was passed by the General Assembly, on 7th December. 1864. On 30th May, 1865, the Superintendent, Mr. S. Bealey, in addressing the Provincial Council, stated, that owing to the financial depression in the colony and the difficulty in negotiating the Provincial debentures some delay had been inevitable, but he trusted, at an early date, to take steps to put in hand the contemplated line to the northern

“Black as the pit from pole to pole.”
(Rly. Publicity photo.) A flashlight photograph of a night scene at Taihape engine shed (North Island Main Trunk Line), New Zealand.

part of the Province. On the 21st November, 1865, the Superintendent reported that the survey of the Great Northern line had been completed, and steps were being taken to ascertain the extent and value of property to be purchased.

On the assembling of the Provincial Council on 7th June, 1867, it was stated that a sum of money would be placed on the estimates for the purpose of proceeding with the Northern Railway. It was considered the settlers to the North had fair and just claims to the execution of this project, which should be carried out immediately on the negotiation of the loan debentures.

On 26th March, 1868, the following resolution was before the Council: “That in the opinion of this Council, with a view to carrying out the frequent promises of the Government to the residents of the northern districts with reference to railway communication with the metropolis and the seaport of the Province, as also to contribute materially to the productiveness of the very large expenditure on the Lyttelton to Christchurch railway, be it resolved that capitalists be invited to undertake the construction of a railway from Christchurch to the south bank of the Kowai and to furnish the necessary rolling stock and buildings and to work the same under the supervision of Commissioners appointed by the Government and the contractors under a contract of 5 per cent, interest per annum on the expenditure not exceeding £150,000; and that the sum of £40,000 of the unexpended balance of the loan be vested in three or more trustees with power to loan the same at not exceeding 8 per cent, per annum on freehold security, and, as required, apply the principal and accrued interest in liquidating the guarantee to the contractors for a period of ten years from the date of contract, and that it be a special request to the Government to give effect to these resolutions without delay.”

After considerable discussion, during which the question was raised whether such a sum as was proposed would be available out of the balance of the loan, the original resolution was modified, and the Council reported: “That in the opinion of this Council it is expedient that a railway be constructed from Christchurch to the south bank of the Kowai.”

The Superintendent did, by advertisement, solicit offers by capitalists for the construction of the railway, but without satisfactory response.

Grade in the Lyttelton Tunnel.

When the Provincial Government took over the Railways from the contractors it did not insist upon the alteration of the then grade in the Lyttelton Tunnel to accord with the grade specified in the contract. The construction levels did not correspond at the point of junction in the tunnel where the workings met and some adjustment had to be made to obtain a suitable grade. The contract provided for a grade of 1 in 287 through the tunnel, but when adjusted by the contractors the grade remained in places as steep as 1 in 140. The Railway Engineer advised that this did not affect materially the working in the meantime and that improvement could be made gradually in the course of maintenance without interruption of the traffic. Rather than cause further delay in settlement the Government accepted the position.

An Ever Popular Sport.
Members of the Drivers' and Garage Staffs' cricket teams (N.Z.R. Hutt Valley Road Motor Services) at Hutt Park, Wellington, 27th March, 1932.

Early Staff Personnel.

It was agreed to take over from the the contractors such of the operating staff, including the mining gang working in the tunnel, as wished to accept service under the Government. Among those who did not remain was Mr. G. Fitzmorris, Stationmaster at Lyttelton, who resigned and returned to Victoria. He was succeeded at Lyttelton by Mr. William Packard from Christchurch Goods. Before joining the Railway service Mr. Packard had been in the shipping and forwarding business at Lyttelton and Heathcote. Some of the earliest members of the staff at stations on the South Line were: Geo. Cronin, Addington, also in charge of Lincoln Road gate; Mrs. Knight, Middleton (at first called Riccarton) in charge of Riccarton Road gate; B. Sword, Racecourse, South Road gate; A. Blackburn, stationmaster, Templeton. previously in Christchurch Goods; P. Gilmore, stationmaster, Rolleston. When the line was opened to Rolleston, Mr. Gilmore, then clerk at Ferrymead, was made stationmaster, and on extension of the line was transferred to the charge of Selwyn. Mr. W. Bourke, who succeeded Mr. Gilmore as clerk at Ferrymead, again succeeded him as station-master at Rolleston.