Hot And Dusty On The First Train

Press, Volume CII, Issue 30302, 30 November 1963, Page 20

Hot And Dusty On The First Train

[Specially written for “The Press" by ROBYN JENKYN] The day was December, 1863. It was hot and dusty, with a strong nor’westerly blowing, but not even that could dampen the enthusiasm of the spectators as they watched New Zealand’s first train set off on the four miles and a half Of new line between Christchurch and Ferrymead. And now, 100 years later, we can be proud of the fact that Canterbury, then the youngest province, should lead New Zealand in such an important field. It was very much the case of necessity being the mother of invention. Canterbury, even in those early days, was a very productive farming community with produce to be shipped to other parts of New Zealand and overseas, but the distance between harbour and plain was a big handicap. Goods had to be conveyed over the Bridle track on pack horses, round the Lyttelton-

Sumner road, itself a nightmare. thence by ferry along the Heathcote, or, if heavier goods were involved, by ship, over the Sumner bar, and up the Heathcote to the Ferry wharf, or up the Avon to the “Bricks” at Barbadoes street. No method was very satisfactory. Goods were likely to be held up for a fortnight or a month at the river bar at Sumner, and there was the chance of the farmer’s produce rotting i>n the fields, on the river wharves, or on board weather-bound small craft within the river bar. Little wonder, then, that by 1859 Moorhouse realised that Canterbury, “the youngest. the richest, the largest exporting community in New Zealand, was at a most critical period.” The population at that time was less than 10.000 yet it was spending more than £40.000 a year for internal traffic. Railways and a tunnel were therefore vital to the province. Bickering After the original proposal for a railway service there ■ was plenty of bickering, but one man never wavered in his determination to construct the railway and tunnel. That man wa s William Sefton Moorhouse, and it is to him that Christchurch owes so much at this centennial celebration.

i Moorhouse, with much foresight, reserved 300 miles for trunk lines, and proposed beginning with the lines from Christchurch to Lyttelton and the tunnel through the hill. Edward Dobson, the proi vincial engineer, planned six and a half miles of line, including the tunnel, and a commission was set up in England to investigate the scheme. On August 10, 1859, George Robert Stevenson, nephew of the inventor of “Puffing Billy,” sent in his report and recommended Smith, Knight and Company as the contracitors. Escape Clause These contractors began work on the tunnel in early 1860, but the work didn’t last long. Very early in the piece they came across hard rock and used an escape clause in their contract. Julius Von Haast was calied in. He said the rock was part of one of the volcanic dykes found throughout the peninsula, but it. would not be encountered very often in the digging, and that work could proceed on the tunnel as planned. Moorhouse was jubilant. He left promptly for Melbourne, and on May 4, 1861, was able to announce that he had signed a contract with, George Holmes and Edward i Richardson, railway contrac- 1

tors in Melbourne, for the construction of the Lyttelton and Christchurch railways. This was a triumph for Moorhouse, who. on his return to New Zealand, was met at Ferrymead by a procession and a band which played “Oh, Willie, we have missed you,” and “See, the Conquering Hero Comes.” Christchurch seemed very partial to processions in those days for when Moorhouse cut the first turf for the new line on July 17, 1861, the bands turned out again, this time accompanied by the volunteer fire brigade, police and citizens on horses who proceeded four deep up the Heathcote valley to the chosen site for the ceremony. No doubt, because the contractors came from Melbourne, those first lines were the broad gauge of sft 3in, as used in Australia at the time, but when, in 1870, the 3ft 6in gauge came into use, a third rail was added inside the wide gauge. First Engine An engine arrived at Ferrymead on May 6, 1863, from the Melbourne and Essenden line, along with five passenger carriages and 38 “L” waggons. The engine was appropriately named “Pilgrim.” The “Pilgrim” was not very fast: in fact, not much faster than walking paoe, but it was a distinct advantage over bul-

lock waggons and pack horses. At last the great day came. The four and a half miles of rail between Ferrymead and Christchurch has been laid, the engine had arrived, add on December 1, 1863, the line was officially opened by Samuel Bealey, Moorhouse's successor. 4t was holiday atmosphere, with flags flying and bands playing. Bealey arrived in a carriage drawn by four greys with postilions and after a short speech, he and his councillors got in the train for the first trip, while Moorhouse. the driving force behind the scheme, rode triumphantly on the engine. Free Rides The journey took about half an hour, and after the councillors had returned about 3500 others in the crowd had their first ride—for nothing. It was a great “first” for Canterbury; repeated later when Canterbury became the first province to use the electric engine, through the Otira tunnel, in 1923. Tomorrow there will be a re-enactment of that first run from Christchurch to Ferry- 1 mead. The old “Pilgrim” will not be available, but another engine, almost as old. will be there to remind us how far we have progressed in the last 100 years.