THE CALLIOPE DOCK.
DECLARED OPEN BY HIS EXCELLENCY. H.M.S. CALLIOPE AND DIAMOND DOCKED. COMPLETE SUCCESS OF THE OPERATIONS.
The formal opening of the Calliope Dock on February 16, and tho entrance of two war ships, to give eclat to the ceremony, is an event which has been looked forward to with the greatest interest, perhaps not unmixed with a little anxiety—first as to whether the dock would be ready, and the entrance clear, then as to whether the weather would be favourable, and last, but not least, 'as to whether there might not be some hitch at the last moment which might mar the general effect. None of these contretemps occurred, and from the inception to the finish tho whole operation was carried out without a single occurrence which could mar the pleasure experienced by all present—except in one respect only, and that was a delay in the departure of the steamer Britannia from Auckland, which prevented the chairman and members of the Harbour Board being present in time to receive tho Governor and Admiral; but any little annoyance which might have been felt by them in consequence passed °ff in the general and grand success of th® whole undertaking.
THE DECORATIONS.
In preparation for the great event of the day Devonport was at its gayest. A handsome triumphal arch was erected at the shore end of the Victoria Wharf, and another on the Beach road near the entrance to the dock, and the whole place was gay with bunting. The surroundings of the dock itself were also made bright by a large display of flags, and the preparations to prevent accidents and facilitate the operations of the day were admirable. On the South shore there was also a great display. Festoons of flags were suspended across the streets, and every hotel and public building hoisted their flags. The shipping was brilliantly dressed, and from an early hour it could be seen that the people of Auckland were determined to avail themselves of the public holiday proclaimed by the Mayor, and make the most of the auspicious event which was to be one of the great red-letter days of Auckland. The Ferry Company's steamers were decked out gaily, more especially the .Britannia, which was fairly ablaze with flags and bannerets of all devices and colours, and set-off with festoons of evergreens : and the other boats of the ferry fleet were also neatly decorated in honour of the occasion.
THE GATHERING. From a very early hour in the morning, a great stream of humanity set in towards Queen-street Wharf, there being a manifest anxiety to get early on the scene and secure such vantage ground as could be procured. At half-past seven the boats began running to the Victoria Wharf and the dock. The Britannia was the first to run to the dock, at ten minutes past eight o'clock, and she was crowded. The police, under Inspector Shearman, went by this trip, in order to take up their duties in keeping back the crowd. When the steamer reached the dock, those on board were surprised to notice that even at this early hour there was a very large gathering on the cliff and hill overlooking the dock, as well as on the roofs of the sheds in the dock-yard, and as steamer followed steamer in rapid succession, the crowd became more dense, and the animated picture which presented itself before the ceremony commenced was such a3 has never before been seen in Auckland. The morning was delightful. The sun was bright, and there was not a breath of wind to disturb the stillness of the water, which, to use a hackneyed phrase, was as smooth as a mill-pond. The whole harbour was crowded with boats and yachts, the latter carrying every stitch of canvas to woo the most gentle breeze, but appeared to be able to do little more than move slowly through the tide. In a little while the boats of the men-of-war could be seen approaching and landing the officers of the fleet at the steps near the entrance of the dock, where they were one and all duly received by Mr. Malcolm Niccol, the Mayor of Devonport, one of the members of the Harbour Board. The guard of honour, composed of the Naval Artillery, was under the command of Capain Commandant Leßoy, and numbered 150 men in the ranks. It was composed of the Auckland Navals, under Lieutenants Parker, Smith, and Moore; the Ponsonby Navals, under Captain Morpeth and_ Lieutenant Miller ; the Waitemata Navals, under Captain Hitchen3, Lieutenants Keesing and Boyes; the Onehunga Navals, under Captain Hulse and Lieutenant Cullen ; and the Devonport Navals, under Lieutenants Dacre and Duder. Dr. Walker, staff surgeon of the battalion, was also present in uniform. J THE ENTERING AND OPENING.
Shortly before nine o'clock the ribbon was extended across the opening of the dock, and it could be seen that H.M.s. Calliope and Diamond were slowly steaming towards the entrance. As the former rounded slowly and gracefully towards the dock, her movements were watched with the greatest interest. Detachments had been sent to the dock from each ship to attend to the hawsers, &c., and the vessel gradually, and as if in a groove, slowly moved up the dock. But as the Governot had not arrived, the ribbon was moved ahead of her bows to prevent its being broken before the proper time, and the arrival of tho vice-regal party was then anxiously looked for. Just then the Nelson's steam-launch could be seen leaving the Railway Wharf, and after a smart run across arrived punctually at half--s>ast nine o'clock, having on board His Excellency the Governor, Admiral Fairfax, Mrs. Fairfax, Mrs. Bosanquet and Miss Dundas, and Captain Fortescue, A.D.C. to His Excellency, and Flag Lieutenant Erskine. The vice regal party was received on landing by Mr. iNiccol, and conducted towards the platform which had been erected for them, and as they advanced the fuard of honor presented arms, and the and played the National Anthem and " Rule Britannia." Just then the steamer arrived with the members of the Harbour Board and visitors, and amongst those who occupied the platform with His Excellency and Admiral Fairfax's parties were Mr. Waddel, Chairman of the Harbour Board ; Mr. J. M. Brigham, Secretary of the Harbour Board i Mr. M. Niccol, Mayor of Devonport; Major-Gen. Whitmore and his A.D.C., Capt. Schmitt; Colonels Shepherd and Roberts ; Bishop Luck ; Mr. A.E. Devore, Mayor of Auckland ; Sir Frederick Whitaker ; Mr. Justice Gillies; Mr. H. Brown, German Consul; Mr. J. M. Clark, and others. Mrs. Waddel, Mrs. Brigham, Mrs. Devore, Mrs. J. M. Clark, Miss Harley, and a large num ber of other ladies watched the proceeding? with the keenest interest. , When the vice-regal party had assembled, the blue ribbon was broken by the bows ot the Calliope as she slowly moved up the dock, and a portion of it was brougnfc to His Excellency and presented to him by Mr. Brigham as a memento. Just as the Calliope approached tho head of the dock, the Diamond rounded in under the stern of the dredger, and at a quarter to ten o'clock she approached the caisson chamber ; at a quarter-past ten she was safely moored astern of the Calliope, and the massive caisson slowly moved into its place, closing the entrance. The great event of the day was then so far completed that two of Her Majesty's war ships—one of them drawing 19 feet of waterwere safely docked together in Auckland's new and splendid
graving dock. When the caisson was in its place-His Excellency and suite, and the Admiral and captains of the Nelson, Opal, and Swinger, accompanied by the chairman and several members of the Harbour Board, proceeded across it to the online-house, where they were received by Mr. Errington, C. E., dock engineer, and Mr. Pierce Lamgan, contractor. His Excellency started one of the pumping engines, and Admiral Fairfax the other, after which they returned across the caisson. Before descending from the caisson, Mr. Waddel, chairman of the Harbour Board, asked His Excellency to declare the dock open. DECLARED OPEN.
His Excellency, speaking in a loud, distinct voice, said : Ladies and gentlemen, I am sure you are all equally glad with me to be present on this great and auspicious occasion, and I feel quite sure that you will excuse me from speaking at any length to such an enormous concourse of people. We have now turned on the machinery which in a short time will leave high and dry two of Her Majesty's ships-of-war, and I have very great pleasure now in declaring the Calliope Dock open, and long may it exist for the benefit and prosperity of the people of Auckland. I now call for three cheers for the Calliope Dock. The cheers were enthusiastically given, and were taken up by the great concourse on the hill and flat.
Three similarly hearty cheers were given for His Excellency. Cheers for the Chairman of the Harbour Board were called for, but Mr. Waddel checked them. He said they were all very much indebted to Admiral Fairfax for placing two such vessels in the Calliope Dock, and he called for three cheers for Admiral Fairfax. The response of the public was warm and enthusiastic, and cheers were also given for Mrs. Fairfax.
THE HARBOUR EXCURSION. Upon the formal opening of the dock at. half- ten, Sir William Jervois, Admiral Fairfax, Mrs. Fairfax, Mrs. Bosanquet, Miss Dundas, Miss Jervois, Major-General Sir George Whitmore, Chairman of the Harbour Board, United States Consul Campbell, and a large number of the inevitable " leading citizens" wont on board tho Britannia, which was specially decorated for the occasion. A most charming excursion was made up the harbour as far as Kauri Point, the boat being steered almost within a stone's throw of the cliffs, whose barren fern-clad sides presented a certain amount of picturesqueness, which pleased the esthetic tastes of the " leading citizens," especially the ladies. The harbour was very smooth, and the smoky haze from the great bush fires, with the shipping in the distance, brought back recollections of Turner and Whistler. The trip was in every respect delightful, and the enjoyment was increased by fruit, biscuits, wine, and other light refreshments which were handed round to appease the hunger aroused by the fresh sea air. After leaving Kauri Point, the Britannia crossed over to the Auckland wharf, where the ladies of the party were landed. The gentlemen returned to the dock for the luncheon and speechmaking.
THE LUNCHEON.
Luncheon was provided at twelve o'clock in a large shed alongside the dock. The walls and roof were almost hidden with fronds of nikau and fern trees, which lent a pleasant woodland aroma to the air, and a soothing sensation of green coolness to the guests. There were a very large number of patriotic and appropriate inscriptions in red and blue letters on white calico hung overhead at various points. For instance, there was the legend, ''Britannia Rules the Waves," coupled 'with "H.M.s. Calliope/' "Rule Britannia" and "H.M.s. Opal," " Britain Mistress of the Sea," and "H.M.s. Swinger," " Diamond " and " Progress," " New Zealand, Britannia of the South" and " H.M.s. Nelson," and finally " Prosperity to Our Merchant Navy," and " Prosperity to our Dock." The parts of the walls not made soothing and fragrant with geenery were draped with all manner of flags, the Royal Standard hanging behind the Chairman, Governor, and Admiral. On each side of it were the Stars and Stripes and the Red Ensign. On the central table was a fine model of the White Swan, a ship which used to trade to the colony in the early days. It was lent by Mr. Hancock. The catering was done by Mr. Canning, assisted by his manager, Mr. Castles, and the luncheon was {is gratifying to the palate as the music provided by Mr. Hunter's Artillery Band was grateful to the ear, and the decorations to the eye and nostrils. The Chairman of the Harbour Board (Mr. W. R. Waddel) presided, and was supported on the right by His Excellency the Governor, Sir William Drummond Jervois, the Attorney-General (Sir Frederick Whitaker), Captain Hammil (of the Nelson), Major-General Sir George Whitmore, Mr. Thos. Morrin, and Ven. Archdeacon Dudley. On the left were Admiral Fairfax, the Mayor of Auckland (A. E. Devore), Major Jervois, Captain Bosanquet (of H.M.s. Opal), Mr. Justice Gillies, Bishop Luck, Captain Clayton (of H.M.s. Diamond), Mr. J. M. Clark, Colonel Roberts, and Mr. P. Lanigan, the contractor.
The list of invited guests was as follows :
His Excellency the Governor and suite. Admiral Fairfax, captain and officers of H.M.s. Nelson (10), Calliope (4), Opal (4), Diamond (4), and Swinger (4). Sir George Grey (absent), Sir Frederick Whitaker, Sir G. M. O'Rorke, Sir W. Fox, General Whitmore, Lord Dalvrmple, Archdeacon Dudley, Bishop Luck, Rev. D. Bruce, Hon. E. Mitcbelson, Judge Gillies, Judge Smith. W. R. Waddel (Chairman of Harbour Board), and J. M. Clark, M. Niccol, J. Winks, C. E. Button, T. Motrin, A. Kidd.'T. Henderson, D. 11. McKenzie, A. H. Nathan, P. Dignan, and C. B. Stone (members); and W. C. Daldy, J. Boylan, G. Aickin, G. W. Owen, and F. E. Compton (ex-chairmen); J. M. Brigham (secretary), J. McGregor (engineer), J. Burgess (harbourmaster), J. Fisher (deputy-har-bour-master), W. Errington (C.E., engineer, Calliope Dock), W. Ware (consulting engineer), P. Lanigan (contractor), J. H. Swainson (assistantengineer). The Mayor of Auckland (Mr. A. Devore), and Mayors of Devonport, Newmarket, Parnell, Newton, and Onehunga. Councillors Atkin, Buchanan, Crowther, Cooper, Davies, Garrett, Holland, Hewson, James, Lennox, Phillips, Swales, Paterson, Trenwith, oldie, Evans. Colonel Shepherd, Colonel Roberts, Commandant Leßoy. J. Shearman, Inspector of Police. D. B. Cruickshank (Consul for Chili, Hawaii, Netherlands, and France), J. T. Campbell (Dnited States), V. Johansen (Denmark), H. Brown (Germany), J. M. Shera (Italy), H. P. Barber (Sweden and Norway). H. Chamberlin, M.L.C.; P. Dignan, M.L.C.; G. B. Morris, M.L.C.; W. Swanson, M.L.C.; D. Pollen, M.L.C.; H. Williams, M.L.C.; J. Williamson, M.L.C. Members of the House of Representatives: Messrs. A. J. Cadman, W. Fraser, D. Goldie, A. Graham, E. Hamlin, R. Hobbs, W. Jackson, W. Kelly, F. Lawry, W. P. Moat, R. Monk, F. J. Moss, T. Peacock, R. Thompson, T. Thompson, J. B. Whyte, E. Withy. John Murray (Inspector Bank of New Zealand), C. G. Andrews (Bank of New Zealand), J. Lawford (Bank of Australasia), T. Ivey(Bankof New South Wales), J. Burton (Colonial Bank of New Zealand), A. Thompson (Union Bank), J. H. Coates (National Bank), R. Cameron (Savings Bank). W. H. Hales (District Engineer), T. W. Lewis (Under-Secretary of Native Department), 11. S. McKellar (Secretary of Customs), T. Hill (Collector of Customs), S. B. Biss (Postmaster), W. Tait (Marine Underwriters'_ Association), H. Worsp (Underwriters' Association). C. V. Houghton, A. Macgregor, A. Heather, L. D. Nathan, Captain Webb, J. L. Campbell. Captains Tooker, Roberts, Leeman, Sprint, Sinclair, Thorn. Editor and reporters Herald, Star, and Bell. J. C. Firth, H. B. Morton, W. W. Pliilson, J. Lamb, G. B. Owen, G. P. Pierce, O. Mays, J. B. Russell, H. Campbell, C. C. McMillan, G. Holdship, J. Reid, H. F. Anderson, W. Aitken, J. Knox, C.E., A. Bull, P. A. Philips, A. Porter, H. C. Tewsley, J. Macky, T. Macky, Alfred Buckland, R. C. Carr, J. L. Wilson, 11. Brett, W. McCullough, R. C. Barstow, P. Darby, J. Dacre, J. Batger, C. A. Harris, T. M. Haultain, A. K. Taylor, Cant. T. C. Tilly, Capt. M. T. Clayton, K. Isaacs, E. Hosketh, J. A. Tole, Dr. Philson, R. Blair, F. Battley, J. Dilworth, W. Lodder, A. B. Donald, J. Stewart, C.E., J. M. Alexander, F. Winter, D. Fallon, A. Maguite, F. Larkins, E. W. Alison, E. Ilornsby, J. Seavcr.
MENU. Wines Australian wines: Tokay (white), Reeling (white), Constantla (red), Krontlgnar. (red); sherry, Madeira, port; clarets : St. Kstophe, (/'bateau Labegorce ; champagne : Louis Uoederttr, Pommery and Greno, Roper I'reres ; liqueurs : Cur/vjoa, Maraschino, ale, stout, lager beer, ginger ale, lemonade, soda water ; roast turkey and aspic jelly ; roast fowls ; roast ducks ; roast beef; roast, lamb ; gelantine chickens; corned round of beef ; ox tongue ; lobster salad ; chicken salad. Hwwils : Apple pie and cream ; plum pie and custard ; pencil pie; gooseberry pie and cream; vanilla cream ; lemon cream ; blanc mange ; port wine Jelly ; lemon jelly; compote of pears; compote of apricots Dessert.
THE SPEECHES. The toast list was opened by tho " Quoon," and ''The Prince of Wales and Uoyal Family," proposed by the Chairman of Mm Harbour Board, and drunk with enthusiasm by all. The next toast was " The Governor," proposed by the Chairman, who said : Tho next toast is that of our honoured guest,, "His Excellency the Governor." (Hear, hear, and loud applause.) My native modesty —(hear, hear)— and his will not allow me to refer to the good points ho is known • to possess. But it is not a matter of question that for any good purpose he is willing to aesisb by his presence or his purse. His
Lady, whom we all wish well, has shared with him in earning the gratitude of all the centres of population in New Zealand—(applause)and it was a fortunate circumstance that has placed us in the {X>sition to have his Excellency present with lis to-day. (Hear, hear.) When he first visited this port we found the inadequacy of our means to deal with such splendid specimens of naval architecture as are now in harbour. From the time His Excellency arrived ho has been acquainted with the whole undertaking, and has expressed himself as specially interested in its progress, and on more than one occasion from his engineering knowledge he has expressed himself that it seemed to be a work of which the citizens of Auckland, the Board, contractor, and engineer might well be proud. (Hear, hear.) I referred to the special circumstance that placed him here on his return to Wellington, and altogether I think we have been specially favoured. (Hear, hear.) His Excellency's connection with New Zealand, in the ordinary course of time, is drawing near a close, but wherever he goes he will bear with him, I am sure, the universal good wishes of all Aucklanders. (Loud and continued applause.) It is our misfortune that his permanent residence is not here—(cheers) —but when he does come his visit to us is doubly dear. I can only say that by the manner of receiving tlie toast you ill make up for the deficiency in any remarks I fail to make. May his iifo be long and prosperous ! The toast? was drunk with great enthusiasm and loud cheers.
Band : "God Save the Queen," His Excellency in responding said : Mr. Waddel, and gentlemen, — I can't sufficiently thank you for the manner in which you have received the toast which has been so ably and cordially proposed by my friend, the chairman. I consider —indeed, I feel it isa most happy fact that I chanced to be with you on this present occasion—(hear, hear),for from the beginning of its career until the present moment, it is no figure of speech to say that I have taken a personal interest in the work of the Calliope Dock (loud cheers), and I must soy I consider it a matter for great congratulation that this opening of the Calliope Dock should take place at the time when the Admiral, the Commander-in-Chief of the Australasian station, is present with his squadron in these waters. (Loud and continued cheers.) Gentlemen, I have some means of judging. I was an old officer in England for many, many years, and was connected with matters "in which docks and fortifications, and all such things were largely discussed. I was in the habit of going about with tho Lords Commissioners of the Admiralty, but I venture to say that in no jxirt of Her Majesty's dominions does the navy take a greater interest than in these seas, in which their presence is so necessary for the dcfcnco of
Australasia. (Loud cheers.) I find on the card here that I have to make another speech, "Success to the Calliope Dock." Probably you will understand how difficult it is when you have to make two speeches to separate the matter of one from that of the other, and therefore I will reserve any powers I may happen to possess until the second speech, which I will have to make shortly. (Laughter.) It is no figure of speech, I repeat, to say that the construction of the Calliope Dock is a matter of historical interest to this great city of Auckland, and colony of New Zealand. (Loud cheers.) It is a dock unsurpassed in these seas, and it shows the entei prise of those who undertook to build it. It reflects great credit on them, and also enormous credit on those who satisfactorily carrie'd it out speak from an engineering point of view—with the greatest credit to them for the economical manner in which it has been done. (Loud applause.) Gentlemen, as is the case with all commercial and other enterprises, especially such as this, we cannot look for immediate returns from such a great work. But I am sure that it has an indirect bearing upon the prosperity of the city of Auckland which cannot be overestimated, and which may render this the great centre of naval enterprise for this and surrounding seas. (Loud applause.) It is not only that it may become a centre for commerbial, but for naval enterprise; and in these days, when we hear of wars and rumours of wars, long may they be deferred — (hear, hear) — in these days I say it is of the greatest importance that we should have a dock where we may repair and refit Her Majesty's ships, which are charged with the defence of New Zealand. (Loud cheers). When I looked to-day upon that ceremony in which we were engaged— the entering of the Calliope and the Diamond into the dock—l confess that my heart perfectly thrilled within me, as I saw these ships enter to the old tune of " Rule Britannia." (Cheers). Long may they bo the rulers of the waves, of which thoy are at once the type and the reality. (Loud applause). But, gentlemen, I fear I mil trespassing on your attention too long. ( " No ! no !"). 1 would only again than!: you most heartily and sincerely for the manner in which you have done me Hit. honour of drinking my health, and fclio manner in which you have received l.ho toast. It is only a type of that always accord od to mo in this grand colony of New Zealand. I have never met, from North to Hon anything but the greatest kindness and affection, and I can only attribute it I/O tho loyalty which is in the hearts of every man and woman in the country in so recognising the representative of Her Majesty in New Zealand. (Loud and continued cheers). The Chairman then called on Sir Frederick Whitaker to propose the toast of the " British Navy." Sir Frederick Wiiitaker said: Your Excellency, Mr. Chairman, and gentlemen,
—I feel that I have been highly honoured by this toast being placed in my hands. When I received the invitation to propose it, I considered, whether I should have been selected on such an important occasion to propose one of the most important toasts; but after a littlerefiection I came to the conclusion that, having to propose "The Navy," and subsequently as I had been invited to propose " The Army," and having been in New Zealand throughout their operations there, it could not have been proposed by any other man so fittingly as myself. (" Hear, hear.") Having been from the commencement in the colony, I have been a close observer of all that has taken place. These operations were of the most essential importance to the colonists in general,and I, as a colonist, was deeply interested in the success of tho military and naval operations. I think I have a small ground of complaint against the morning paper of the day before yesterday. It would have been convenient for me to recount, the great deeds done by the army and navy in New Zealand, but, gentlemen, I should only bo repeating what is already in print. If I gave my recollections, I could never give them more completely than has already been done. But from the very commencement, having been a close observer, I must say those deeds have done great credit to the army and navy, and also to the community at large. (Loud cheers.) I think this an occasion on which wo may fairly look back and take some note of the events of the last 40 years. I have no doubt there are gentlemen in this assembly who are as well acquainted with the history of Now Zealand as myself, and I dare say they will recollect when I recall a few circumstances appropriate to the occasion. I well recollect, many years ago, when the Colonial Secretary of New Zealand announced at a festive gathering something like the present one, that a despatch had been received that, the Admiralty had undertaken to provide a ship for New Zealand. This was received with much cheering, for wo were at that time unable to provide defences for ourselves. The first two ships to come out to this station were the Osprey and Hazard. With regard to the Osprey, I have little to say, because sho was wrecked in trying to enter "False Hokianga." I dare say you will recollect that tho figurehead—a very handsome bird—was transferred from the wreck and became an ornament of a publichouse in High-street, in Auckland. (Laughter.) Of the Hazard, there are no doubt gentlemen here who recollect the great services rendered by that vessel. She was a small sloop of a few guns, but she was thoroughly effective, as was proved at the sacking of the Bay of Islands ; and, although they failed to save the place, we were lost in admiration of the grand defence they did make. (Cheers.) Continuing, he said he would not go through all the different vessels— ancient Calliope and the dif- j
foront officers who rendered oorvico to us from time to time. " I will only call your attention now to the diflcreneo tlmb exists between then and now. Then tho Hazard was commanded by a commanding lientenant. What have you got now You have got the Nelson at the head of somo eight or ten ships, and instead of a lieutenant commanding, we have a rear-admiral. (Loud cheers.) I ask you to note the great progress made. If we had been dreaming of what would happen, our wildest imaginations would not have foreseen the existence in so short a period of such a magnificent dock and such a vessel as tho Nelson floating in these waters. (Loud cheers.) From the first hour of our history, although the men-of-war had never been called upon for any great engagements, still the sailors had performed land services as naval brigades wherever there was difficulty or danger in a way worthy of our fullest imagination. I must now refer to Admiral Fairfax. (Cheers.) I think we should be filled with gratitude for the great kindness he has shown in dealing with us in the way lie has in acceding to the wishes expressed that he should allow two ships to be docked here and show to the world that our dock had somo capacity at least for warships. (Cheers.) I think we are very much indebted to Admiral Fairfax for what he has done for us, and my only regret is that the naval command is of such a short duration. No doubt, as I have been told, these exchanges take place because so many are anxious to get a turn in tho position. But so long as Admiral Fairfax is here we shall receive from him all the kindness we may desire. (Cheers.) We shall always bo ready to appreciate it, and return it ourselves. All I nave to do is to propose the health of the ' British Navy,' coupled with the name of Admiral Fairfax." The toast was drunk with loud cheers.
Band: " Rule, Britannia." Admiral Fairfax, in replying, said: Gentlemen, I thank you for the kind way in which you have received the toast of the service to which I have the honour to belong. It is a great pleasure to me to be here with the squadron on this occasion, and to take part in the ceremony of opening tho Calliope Dock. During the early days of New Zealand, as Sir Frederick Whitaker has mentioned, you saw much of the navy, and ever since that time a most cordial ieoling has existed between us. (Loud cheers.) I am especially pleased to have taken part with tlie squadron in the opening of this dock, as it is the largest in the southern hemisphere. The Robinson dock at the Capo of Good Hope is about the same length, but is only 6.8 feet at the entrance, and only 26 feet on the sill. I admiro very much the energy and enterprise and judgment of the Harbour Board in deciding to make this dock capacious enough to take in the largest man-of-war and ocean steamers. There is a great tendency to increase the length of steam vessels, as it is the only way to obtain speed at a moderate cost}. I congratulate
the engineer of' the dock on his design ; I congratulate the contractor on tho excellency of his work. (Hear, hear.) Tho Board's arrangements seem to be all that could be desired, and I think altogether it is a a most creditable work. (Loudcheers.) The Admiralty have sent out a surveying vessel, the Egeria, one of the largest in the service, to survey the route between Auckland and Vancouver Island—(cheers)—and I have no doubt that within a few years wo shall have steamers running between Auckland and British Columbia as you now have between San Francisco and Auckland. (Applause.) I think, too, it is not unlikely that we may before long have steamers coming here direct from England via the Panama Canal. (Cheers.) It will give me great pleasure to report to the Admiralty the completion of this great work, and the use it will be to Her Majesty's ships, especially in time of war, when they can be docked securely protected by your forts and torpedo defence. (Hear, hear.) In conclusion, I will only say that I sincerely trust this great undertaking may be a financial success, — not at once, at least before long. (Cheers.) I trust it may bo the means of drawing to your fine harbour men-of-war and. ocean steamers of all nationalities, and thus add to the wealth and prosperity of the beautiful town of Auckland. (Loud and prolonged cheers.) Sir Frederick Whitaker then proposed the toast of tho "British Army." He said that on occasions of this kind it was customary to propose the army as well as the navy. In this case the proper course was to propose the navy first, as this was Curely a naval demonstration. (Hear, ear.) But as they had drunk the health of the navy it was but fair to toast Her Majesty's land forces also. They had done nothing but credit to tho colony from tho earliest times. (Cheers). They should not forget long-past favours. It was true that for a length of time they had been pampered by the Home Government, who had provided them with every means to maintain their position in the country, and paved the way for tho prosperity they had subsequently enjoyed. They should also not forgot tho colonial forces. (Cheers). When the Imperial forces were recalled, the colonists had to depend on themselves, and it was through them that the rebellion was brought to a conclusion. He was surprised to find on coming there that their "only general"—(loud applause and laughter)— had been specially sent to respond to tins toast. He would remark that no matter what . might be said about General Whitmore, he had always thoroughly carried out the duties entrusted to him. (Applause.) He believed they would never again require the Imperial troops or Naval Brigades for internal defence, though they might be required for protection against external enemies. Looking at all that had taken place, the Act passed last session was a wise one,
and the contribution from ourselves was a reasonable one, for ho was sure they would not allow tho whole burden of defence to bo thrown on tho Mother Country. However severe tho depression might now bo here they should remember that those at Homo were certainly not as well off as those here, notwithstanding tho depression. It was regrettable, therefore, that there were thoso who had thought it desirable to save their money and throw, the whole burden on England. He (the speaker) was not ono of these, as ho thought it would be unjust and unreasonable. WitU regard to the land defences, that was a matter entirely in their own hands. It was a serious matter to provide largo funds for this purpose, but it was really in. the nafiure of an insuranco —(hear, hear),and in our days what man was there who did not insure his house ? He believed that if war broke out tho colonists would in tho future, as in the past, be found capablo of defending themselves. Ho then proposed the toast of " The Imperial and Colonial Forces," coupled witSh the name of General Whitmore.
The toast was drunk amid applause. Band: " British Grenadiers.
General Wiiitmore, in replying to the toast, praised the British army, and said that, though the second line of defence of tho Empire, it was a force of which any country in the world might be proud, and which ever since the days of Crecy and Poictiers had distinguished itself over all the armies of Europe. It was all very well to talk about playing at soldiers, and turning the other cheek when smitten, but no nation was ever really great who could not fight. (Hear, hear.) They had seen the unselfishness, devotedness, and courage of the Imperial forces, and they had tried to imitate that proud example. He then referred to tho organizing of the colonial militia, and called to mind tlie time when tho citizens of Auckland turned out almost to a man at the call of danger, vto add their support to Her Majesty's army. (Applause.) His honourable friend, Sir Frederick Whitaker, had been one of tho foremost spirits in teaching tho youth their duty. (Hear, hear.) The service was one of great hardship and difficulty, and as the Government was without funds, the forces were constantly in arrears for their pay. In addition to this they were without a medical air ambulance department. (Applause.) Utider the circumstances, he thought these troops deserved all honour from their fellowcountrymen. He did not, however, wish to " blow " about the colonial troops, as it would ill become him to do so. The sympathy of their countrymen had greatly assisted in helping them through thentroubles and difficulties. They nad also the sympathy of their countrywomom all over that great Empire on which tho sun never set. (Loud applause.) Sir William Jbrvois, who was received with cheers, said: Gentlemen, —I rise to drink "Success to the Calliope Dock." (Loud cheers.) As 1 have before troubit : you, I shall bo very brief in proposing this
toast; but I cannot help referring to a matter which has not yet been mentioned by any speaker, and that is the happy fact that, on the day of the opening of this Calliope Dock, the modern Calliope was the first vessel to enter the dock—(cheers) —off which the old Calliope frequently anchored, and bombarded the spot. (Cheers.) It is impossible to refer to this opening of the Calliope Dock unless as a great historical event in the history of Auckland, and of New Zealand. It is bound up with many questions, upon which I cannot now trouble you at length, for I should probably detain you for the next twenty-four hours — (laughter)— I descanted on the naval and commercial matters concerned in this ceremony. The Calliope Dock is the great dock of the Southern Hemisphere, where you may relit your ships of commerce, and it will be also the focus of support and the focus of action for the British Navy. It is a fact which is not sufficiently understood, but which cannot be too earnestly impressed upon this community, upon the whole community of New Zealand— aye, upon the community of Australasia, that the navy is the arm upon which we must mainly depend—(loud cheers). To the navy we must look to keep open the lines of commercial communication ; to the navy we must look to the defence of these great islands of the Pacific, of which Auckland is the centre. (Loud cheers.) I have no doubt whatever, gentlemen, that this dock must conduce greatly to the advantages of this freat harbour, this great town, this great Strict, this magnificent colony—-(cheers) — and I earnestly wish, and I say it from the bottom of my heart, with all the enthusiasm of which I am capable, that I earnestly wish it all the success it deserves, and I drink, with all the honour that can be given to it, " Success to the Calliope Dock." (Loud and prolonged cheering.) Band : "Cheer, Boys, Cheer." *' The Chairman said that, with the permission of the guests, knowing the trouble which he (Mr. Waddel) had recently gone through, he would call upon His Worship the Mayor of Devonport (Mr. M. Niccol) to respond to the toast. Mr. Niccol referred to the surprise which had been caused him by the chairman having asked him (the speaker) to take his place, and continued: The chairman, as you are aware, has not been very well lately, and he has kindly advanced this as the reason for his not responding to the toast; but I shrewdly suspect that it is rather with the desire of giving me an opportunity to take part in the day's proceedings. I feel that it is somewhat presumptuous for me to appear before so many men who are distinguished in every walk of life, to respond to this most important toast ; but on the other hand there seems to be an appropriateness in it too, for I have the honour of being a member of the Harbour
Board, and have been so for iourteen years, and I have tho honour of being the Mayor of the borough in which this dock has been constructed. There is something more than this, for to-day I have reason to be proud that I am a citizen of Auckland in tho truest sense of tho word— was born and bred in Auckland. (Loudcheers.) I think you will agree with me that a thrill of pride should go through the citizens of Auckland on this great occasion—l think it will be brought fully home to us to-day, by the inspirited and appropriate address by His Excellency. There have been citizens who said that the building of this dock is premature. Well, possibly in the face of the present depression, we might hesitate if we had to build it again ; it is undoubtedly a great work to be undertaken by a community numbering 50,000 or 60,000 people. His Excellency has lateiy returned from assisting in the celebration of the centennial of New South Wales: that colony has made great progress during the 100 years of its existence ; but I think we may reflect with pride that we have a dock far in advance of any possessed by that or any other colony. Very much now depends upon ourselves. Very much depends upon the manner in which we utilise the opportunity now at our feet. It will never do for us to sit down and shrug our shoulders, and say, "Now we navo a white elephant." We must make our elephant result in good ; w.e must make him work for us. (Cheers). Mr. Niccol remarked that though tho direct benefits from the construction of the dock might not be secured for some years, great and consequential benefits would at once result to Auckland, and it was their duty to make the dock as completo as possible, necessitating a further expenditure of £'20,000. After the excellent speech made by the Governor upon the benefits which the dock would bring forth, he (Mr. Niccol) felt sure that the citizens of Auckland would not hesitate in putting their hands in their pockets and providing that sum. He would notdeal with any figures respecting the dock, as they had been very fully supplied by the daily papers ; he would just remark that the cost of the dock up to its present stage had been £135,000. This seemed a large amount, bub thoso best skilled in such matters had said that the people of Auckland had got a good deal of work for very little money. Mr. Niccol concluded by returning thanks for the happy manner in which His Excellency had proposed the toast, and the happy manner in which it had been drunk.
The next toast, " Prosperity to Auckland," was to have been proposed by Sir G. M. O'Rorke, but the Chairman announced that a telegram had been received from that gentleman intimating that ho had missed the train. Mr. Waddkl accordingly called upon Mr. J. T. Campbell, American Consul, who said : Mr. Chairman and gentlemen,— When I was approached on tho steamer, on my way to tlna banquet) hall, and asked
to take the place of your distinguished and eloquent fellow-citizen, Sir G. Maurice O'Rorke, who unfortunately for you is absent, I in my own mind decided that I would decline, as I did not think I could possibly give my consent to make the effort required, and to propose the toast of the "Prosperity of the City of Auckland." But when I looked around and saw that I was surrounded by a distinguished Admiral, a distinguished Major-General, and a number of other distinguished military officers, with their equipments, I immediately surrendered — (laughter) — I yielded to superior forcc. (Laughter.) Well, lam here to undertake the task, and I ask your forbearance and indulgence, for I am a " new chum." (Laughter, and a voice, "Very.") I ask you not to deal with me as the old woman did who sent her husband after a pitcher of milk ; when he returned he fell into the cellar, and his wife looking down after him said, "John, did you break the pitcher ?" (Laughter.) Besides, lam a long way from home. (Laughter.) I am here to represent the city of Auckland, and I regret that I am not equal to the occasion. (N0.n0.) lam proud to propose the toast, " The City of Auckland," situated as it is in this great countryon this beautiful bay. With this magnificent dock its prominence and position is assured. I cannot do better than to say, in the language of America's greatest orator, Dan Webster, " England lias dotted the world over with her possessions and military posts, so that her morning drum-beat, following the sun in his course, and keeping company with the hours, encircles the glebe daily with one continuous strain of martial music of the martial airs of Great Britain." (Applause. ) This is but a young city; it is probably very little older than myself. I won't speak as to that(laughter)—but here in this city upon the hills —the beautiful city of Aucklandthe jacketed schoolboy is attending your public schools who will live to see here a population of three hundred and fifty thousand people. (Applause.) This is the metropolis where nature has been lavish with her favours ; she has poured forth from her cornucopia without stint; hero " every prospect pleases, and only man is vile." (Great laughter.)- It is said, "See Naples and die." I say here now, " See the bay of Auckland, and live for ever." (Applause.) May your young city grow and prosper, and become the great metropolis of the Southern Hemisphere! (Applause.) Band : " Good Time Coming." Mr. J. M. Clark responded. He said : Mr. Chairman and gentlemen,— duty has been entrusted to me of thanking, in the first place, the gentleman who has so eloquently proposed the toast, " Prosperity to Auckland," and in the second place thanking you for the hearty manner in which you have responded. A considerable number of those present, in wishing prosperity to the city of Auckland, were wishing prosperity to themselves, consequently one might expect them to be a little enthusiastic. But there are others present who were not actuated by interested motives in drinking this toast— distinguished strangers ; and I thank them for the hearty manner in which they have responded. I will say this, that though the citizens of Auckland may not be able to command success in many respects they deserve it. (Hear, hear). They deserve success on account of their courage and enterprise, and as an evidence of that enterprise, I will point to the city of Auckland which they have built up, to the timber mills erected and working, to a flour mill and a fibre factory, to an ironsand factory, and last, but not least— (A voice: " Woolyes, to the wool industryl forgot that, and I thank the gentleman who has mentioned it; and last, but not least, what we have done in this harbour and in the noble dock opened to-day. Some people say that a large portion of the energy of the people of Auckland has been misdirected and misapplied, and these people point to the houses empty in Auckland at the present time, to some mills running half-time, to the Frozen Meat Co.'s Works running halftime ; but I think there is evidence that this depression is subsiding. Our timber industry is improving, and we have been shown also that grain can be grown here to profit, whilst our mining industry is also gaining fresh life. (Cheers. I hope that this circumstance will be sufficient to pull this part of the country out of its present depression, and that we shall see these stores full, these mills running full time, and possibly—though we may seldom see our dock so well-filled as we see it today— ("Oh! oh!") — yet that it may be as well-filled as the promoter? expected. Allow me to say one word about the dock, and that is that the people of Auckland, in building it, did not look upon it as a mere business enterprise ; there was a good deal that was sentimental in it. The people of Auckland are proud of a dock with sufficient depth on the sill, and, at the same time, length and depth enough for any vessel that requires it, and without any fear of her grounding. I thank you, gentlemen, for the enthusiastic manner in which you have responded to the toast. The Mayor of Auckland (Mr. Devore) proposed the toast, "The Engineer and Contractor." He said : The toast allotted to me to propose is the last on the list, and it is a most appropriate toast on this occasion. To the engineer, Mr. Errington, is due all credit for the location and capacity of this dock. It was he who designed it, and its capacity we have seen tested most fully to-day. The engineer received instructions what to do, and was told what was wanted, and he has faithfully complied with his instructions, as shown by the capacity of the dock, and the depth of water on the sill. The contractor, Mr. Lanigan, has also well performed his duty ; you have heard what Admiral Fairfax and His Excellency have said respecting the engineer and the contractor. The contractor has done his work faithfully, substantially, and well ; higher praise than this cannot be given, and to all this he is entitled. (Cheers.) The engineer and contractor have worked well together, and their sole aim must have been to give the public a good dock. (Applause.) His Worship concluded with a further reference to the excellent manner in which the contract had been fulfilled. Messrs. Errington and Lanigan suitably responded, the band struck up God Save the Queen," and the assemblage dispersed. ILLUSTRATIONS OF THE EVENT. The photographic arrangements were very complete. Mr. J. H. Witheford having secured special positions, and engaged the services of some of the leading photographers to obtain a perfect series of views for illustrated papers in Australia and Great Britain. Mr. Edwards (of R. 11. Bartlett) who has on several occasions already taken large photographs of the dock, took up his position on the cliff commanding a panoramic view of dock and harbour, on a position which Mr. Witheford had enclosed for the purpose; but, as this standpoint did not enable the photographer to get a " shot" at the vice-regal party, Mr. Witheford obtained Mr. Lanigan's consent to construct a platform on the four tanks over the engine-house, from which Mr. Bowus' representative was enabled to take views of the men-of-war as they were propelled into the dock, at the same time including the special group occupying the place of honour. Mr. Witheford, in replying to a communication from the Admiralty some months ago, regarding a gunboat for Auckland, forwarded the series of views of the dock then in progress, and intends now to supplement them with a complete set of those taken on Feb. 16, which will no doubt be strikingly interesting. Messrs. Hanna, Martin, Tuttle, and others, were also busy in the work of securing faithful representations of the great event.
ACCIDENTS. The utmost care was taken to prevent any accident, but a couple of slight and trivial ones occurred nevertheless. While the Diamond was being docked, one of the seamen engaged in carrying along the ropes and hawsers slipped on the coping of the dock and cut his knee so severely that he had to be led away for medical attendance, but on examination it was found to be a flesh wound only, and that no bones , ere broken.
A little girl about twelve years of ago rolled over from the cliff at the back of the pumping station, but although the fall was pretty steep she escaped without any worse results than a severe shaking. A slight sensation was felt amongst the crowd, when a seaman was observed to apparently fall into the dock, but it transpired that he had simply jumped in to recover a rope which had fallen short. These were the only accidents which occurred, and it speaks well for the great care and attention of those in charge of affairs, and of the police, that they should
be so few and trivial, considerinTHrrmense concourse present and tL lm " dangers to be avoided. great AFTER PROCEEDINGS: PUMPIXG opt dock. 'Re The work of pumping out the dock „ commenced almost immediately aft ** caisson was run into its nWn „ , engines started by the Governor 2 he miral. dUU AdThe work of shoring up th*> v®, i , some time, but by five o'clock it- « 10015 pleted. At the request of the m, Z,T nties eleven feet of water was left* °' dock, so that in case of fire the J 111 ttle the ship could bo used. This cau-l"? 1 * of siderable disappointment to a large n T l ' who remained to see the dock pumped® THE GENERAL MANAGEMENT. Too much cannot be said in comma , tion of the general management of thS proceedings. Mr. Lanigan, the cont^ 0 ' 8 and his brother James, Mr. Erring J Qr > engineer, Mr. Swainson, clerk of v"'i and the whole staff, worked harmoniSl' and energetically to one general »nd A the police force, under Inspector She-W and Senior-Sergeant Pratt, most perfect order, and prevented anvrh' in the shape of undue crushing on t engaged in the actual operation of docS the ships, and the result was that ew'r, thing went smoothly and evenly. ery ' AT THE CITY COUNCIL. During the course of the meeting 0 f «, City Council, held that evening Crowther moved, " That the Council <*„' gratulates the Harbour Board upon th successful opening of the Calliope Dork and trusts that the i mportant undertaker,' may be conducive to the permanent a ? vancement of our city and harbour " The standing orders were suspended in order that the motion might be tabled without notice; and Mr. Crowther, continuing sa id it afforded him great pleasure to brino forward this motion. It had been said thar day, by those best fitted to judge in such matters, that this was a very important work as affecting the interests of the citv and a work that must of necessity publish far and wide the resources of the harbour of Auckland; consequently they could not anticipate directly the great benefits •which would result from the undertaking. It Wa! with extreme pleasure that he had been present at the opening ceremony that dav Mr. Phillipps seconded the motion, which was unanimously adopted.
THE CONSTRUCTION AND DESCRIPTION OF THE DOCK. INCEPTION OF THE PROJECT. From the very earliest period of the foun. dation of the city of Auckland, the idea prevailed in the minds of those who had faith in the future of the new colony that the noble Waitemata harbour would be incomplete without a graving dock, sufficient to accommodate the largest men-of-war and merchant vessels visiting the southern hemisphere; and the idea has never been lost sight of by those who pinned their faith on the future progress of the colony and city. There was none more enthusiastic in urging this necessity than the late Mr. John Williamson, Superintendent of the province of Auckland, whose very identity was incorporated with the progress of the province over which he ruled for so many years, and in the resources of which he had the most unbounded confidence, and from the first he indicated Calliope Point, the site of the new dock, as the most suitable position for a large dock. His foresight and insight is shown by the fact that his own selection is that which has commended itself to skilled engineers, who have had the advantages of knowing the requirements of a large city and an established port, whereas when Mr. Williamson expressed his views the citj was in its infancy, and the trade of the port was very limited indeed. Ever since the establishment of the Harbour Board the question of dock accommodation has been a burning one. Sonne of our old residents wall recollect the intensity of the feeling which was shown in respect to the small Auckland graving dock on the south shore, the opposition which was shown to the expenditure on what was deemed to be a work beyond the times, and the keen debates in the Harbour Board which led t<? the vote of the Board limiting the dock to its present depth and size. But the force of public opinion and ridicule incited the Board to a greater sense of their responsibilities and duties. Parties were formed for and against the project of floating a loan for a large dock worthy of the port. Mr. F. C. Compton, when chairman of the Board, was one of the most strenuous advocates of the construction of the dock; and Mr. C. B. Stone, who followed him as chairman of the Board, continued his advocacy, and we believe it was during Mr. Stone's chairmanship that the Bill authorising the loan for this work was passed in the face of a strong opposition from a minority of the Board. Mr. Graves Aickin, who succeeded Mr. Stone as chairman of the Board, lent valuable assistance in elaborating the details, and the contract for the construction of the present Calliope Dock, was let? during his ' term of office, and signed by him as chairman of the Board. While Mr. Stone was chairman, the engineer of the Harbour Board, Mr. McDonald, submitted plans for the dock, but they were found to be beyond the limits prescribed by the Board, and they then advertised for a dock engineer, and out of a number of applicants, Mr. Errington was elected to the position. During the whole of the discussion, in which, we may say, the majority was supported by public opinion, the arguments used against the scheme were that the dock was in advance of the times, and unnecessary ; that it would never pay, and would be a constant source of expense. But the Harbour Board felt justified in going in for the dock. They had an _ ample revenue, out of which to pay interest on the £120,000 loan, and a good prospect ahead. It was not expected that or some time to come the dock would earn sufficient to pay interest on the loan; but, taking a broader view of the matter, they looked on it that their object was to attract shipping to the port. Ships an large steamers would come for the advantages of docking and coaling, and thes attractions would create revenue and trm • As a case in point, we may mention to# the French warship Duquesne was detain at Honolulu for some months, expecWJo the Calliope Dock to be finished last V ber, and Admiral St. Hilaire was reluctant y compelled to proceed to San Francisco t that purpose ; and the Fabert would also have been docked in Auckland instead 0 going to Sydney, had the dock been rea l )' These facts are merely mentioned with view of showing that the dock will of it* e attract not only British naval and mer ' tile shipping, but the shipping of otl , nationalities, and serve to make the I* )r . Auckland a feature and mark in the sou ern Pacific. HISTORY OF THE CONSTRUCTION AND DESCRIPTION OF THE WORK. The following careful and accurate® scription of the works on the La i£ Dock is by Mr. J. H. Swainson, Assoc ate Member of the Institute of Engineers, who has acted as Inspe of Works throughout the contrac • was written to be read before the Ins 1 of Civil Engineers, but Mr. Swainson has kindly placed it at our dispo > that all concerned in the event may ' . before them a full account of the de the work :— _ . i. Position.—This piece of engineering which derives its name from its P° st; ® ; j„- a y Hope Point, a small promontory lying' between Depot Point, the site of th ralty reserves and the entrace to oh .. 0 f and which is so called from the H.M.s. Calliope in 1846-4S, is situated northern shores of the waters of . lir .L-land, mata, which form the harbour of and and is directly opposite to the 1 o . eas ti the suburb of Parnell, which lie on uw side of the city. T . position Advantages of Position. --1« >^- hils here has many points in its fa • fcv on the leaving the water frontage of the ci un . southern shores of the harbour trammelled for the better ?*rrang j, e ever* wharves and quays requisit Commercial inincreasing shipping trade and crnm co nverests of the port,.it isne* {o nientof access, is in close I pwsuw f mm edi; Admiralty reserves, has deep „ a ately outside the entrance andl the i» tenacious character of the caudate
-hich it is constructed enabled the contract r be carried out both expeditiously and ;.ronomically, no shoring being required to 1 old up the sides of the excavation, and no inconvenience being felt through any large influx of water from the sea. Reasons for Construction.—For many veil's past the shipping frequenting the port his had the use of a smaller dock, situated fJcar the wharves on the southern shore, built like this one by the Auckland Harbour Ro'inl in 1579, which until about the time of 5.1 eck of the s.s. Triumph at Tiritiri had iirovcd itself, though limited to draughts of jo feet or so, equal to the requirements of the port. On several occasions, however, Ltiness has been lost to the city, which, for L t of a large graving dock, might have been retained. Moreover, the position of \ui'kland, the principal city in the north of \"ow Zealand, the capital of a large province, the centre of a district abounding in timber, 0(V all d other minerals, with communin'tion by rail north ana south, and by sea r-i.it and west, the natural advantages of an extensive, vet perfectly sheltered harbour, untrammelled by any bar, or shifting bank of sands, and approachable at all states of if the wind and tide, in which whole fleets could ride at anchor in perfect safety, its n itural adaptability for purposes of defence, ,jl combine to point out its essential fitness ' t ; 10 place for the establishment of a naval station for the South Pacific, with its accompanying arsenals, stores, repairing basins, docks, slipways, &c. Initiatory STEr?.— expediency of constructing a large dock had therefore been under consideration for some few years before any decided move was made, and various sites had been submitted and borings • iken but it was ultimately decided to build 'the dock at Calliope Point in ISSO. The work was entrusted to Mr. Wm. Errington who had previously designed the smaller dock and the general direction of the axis beta"' determined upon, plans were drawn oUt "an/1 a large hole, 100 feet square, was sunk 11 a central position to a depth of 40 feet, in order to prove the nature of the rock ami'to form an estimate of the amount of water likely to be encountered. Ri-Vi-AMATION. —The material from this and from a portion of the projecting cliff, ♦lie removal of which was necessary for the construction of the work, formed the basis f ' reclamation now amounting to 10 or 12 « res stretching along the foreshore in the lirection of iVpot Point. This will in time , < -onie valuable land— workshops, sheds, ? Lt — and will prove an additional source of income to the Harbour Board. Contract Let.—' original contract for the removal of the cliff above the site of the ,j , ,l v ,d having been abandoned, fresh tenders were called for the whole work ( exC avation and construction, and that of M- ' Pierce Lanigan, who had previously undertaken and carried to a successful issue several large contracts under the Government- of the Colony, was accepted by the Harbour Board, the total amount being •»'>> S"W, exclusive of the pumping engines and the caisson and other machinery for the working of the penstocks, &c., and the contract was signed on November 11, ISS4. _ Excavation'.—The work was immediately rut in hand, and was prosecuted with such energy and determination, that, in less than b vear from the commencement of the works, the whole of the hill portion, with slight exceptions, and three parts of the dock proper had been excavated and removed to form reclamation, the sea being meanwhile excluded from die works by a temporary puddle dam carried across the outward end of the dock in a bank of mud and rock behind a previously pitched face, and returned up both sides of the work to meet the sloping surface of the rock. . . Nati-kk of Rock.—\\ ith the exception of a certain amount of mud at the entrance, the whole of the excavation has been in the soft grey sandstone rock, composed of strata tof various thicknesses, with occasional hard bars and laminated veins containing lignite. Leakage.—Vertical fissures were met with here and there, through which the small leakage met with percolated. These leaks were more frequent at the head and the seaward end of the S.W. side of the dock, but were never of any size to cause any trouble or alarm; in fact, the excavation of the rudder well, the bottom of which was 55 feet below highwater mark and within 140 feet of the tide, in a direct line, was extremely dry, and the whole amount of leakage when collected together and measured at half-tide onlv amounted to 3463 gallons per hour, or 83.1-1 gallons per day of 24 hours. PrjU'iSG.— leakage was collected by a network of small drains under the floor of the dock, and conducted by a 9-inch central main drain to the rudderwell. whence it can either be pumped out by the drainage pump, together with all surface water, or closed up bv a valve placed on the outlet of the 9-inch pipe for the purpose. During the progress of the works it was kept down by means of one of two pulsometers. the smaller of which required to work about half-time, the lift bein; about 4S feet, whilst the larger pump was capable of discharging the water at the rate of 11,.\7i gallons per hour. The second of these jiulsometers was kept there as a safeguard, in case of any accident occurring to the other. Cofferdam.Shortly after the middle of ISBS a start was made with the formation of a more permanent cofferdam around the entrance and seaward portions of the works. This was finished on March 10, ISS6. It was in the shape of , -. on plan, and bore a resemblance to the two ends and side of an oblong figure, with the corners splayed off. It was formed of three rows of 16-inch rough totara piles driven into the rock, in bays of 10 feet in length, the two outer piles being 10 feet apart, centre to centre, carrying 12 by 12 stringers,to which were affixed the two parallel lines of sheet dling, five feet apart, the inner Due of which was caulked,while the open joints of the outer one allowed the sea water to percolate through and over, and thereby keep moist and free from crack the puddle clay wall, which, after the enclosed mud had been scooped out, was built up between the sheet-piling to the height of H.W.0.5.T.; intermediate bolts midway between, and 2inch bolts at the piles, tied these together at the level of the bottom stringer and horizontal beams at the pile-heads, connected with the third row of piles at a distance of _ 13 _ behind the second row, together with longitudinal stringers and diagonal shoring, added stability and rigidity to the whole structure, which in addition was banked up behind to the level of high water, and on the outside to a few feet above low water. When finished, the water enclosed was siphoned over the inner dam, and discharged by the pulsometers into the sea. This dam, which was carefully constructed, answered very well, and never admitted any water whatever. A box culvert, 3 feet square, was built in for the purine of filling the dock at completion, in wder to try the capability of the pumps, &c. Construction* Commenced.—On the sth of November, 1885, being one week less than a year from the signing of the contract, the first shovelful of concrete was laid by the engineer, Mr. Errington, and since then the work of construction has made steady progress. The dock itself is 500 feet long and 40 feet wide on the floor, with a width of 110 feet at the level of the cope ; the centre line runs S.E.J E. The excavation _ for this, the greater portion, is 116 feet wide to the level of the rock, or in the rock to a depth of 12 feet from cope level, a bench 5 feet in width reduces it to 106 feet for the next B_feet, again further reduced by another 5-feet bench, between 20 and 34 feet levels to 96 feet. The bottom portion below this again is; 76 feet wide, the floor of the excavation being formed concave to a radius of 149 feet with a fall of 15 the length of the dock, the centre fceing 47 feet 1 inch below the surface at the head and 48 feet 4 inches at the sill. Down the centre of this runs the 9-inch earthenware drain, laid in concrete in a trench beforementioned. Above this is a 13-inch layer of the ordinary concrete used in the work, but without any rubble. This is made in the proportion of 6 to 1 as follows, viz.:— of woken stone to at 2£ gauge, 2 of gravel up to the size of an egg, 2 of coarse sand and I of cement, tested after seven days to stand 4501 bs per square inch of cross sections. This is laid to the full width of the bottom portion of the excavation, of the thickness of 12 inches, well rammed. Above this there is an invert built of 7 rings of brickwork laid on edge in 2 to 1 cement mortar. This is 60 feet in breadth, and the portion forming the skewback between the cages of the invert and the sides of the wcuvation is filled in with rubble concrete. The floor of the dock above 'his invert is formed of rubble concrete, and is convex in shape on the sur'ace! having a camber of 3 feet, water being •jy this means kept to the sides, where it is r" 1 ducted by channels to the rudder and Pump wells at the foot of the dock. The workmen are thereby enabled to repair the keel r bilge of a vessel without standing in water in'?/ '' 6 - d'he total thickness of this floor no li! 0 cuutrc ' R 7 feet, and has the same fall *' trie excavation, 3 feet in 100 feet, the centre fen? * eet * inch at the head, and 41 Km i } nche 3 at 'he sill below cope level, timh l a ma( of pohutukawa, a native terori " eay y> tough, and impervious to the cp,,,"' ,'° placed 5 feet apart, centre to in hrf.' u " ie dock. These are 15 inches 9 inr.l, i ' anc * c °nsist of a sole-niece 6 feet down k 8 14 inches in height, fastened cretft h a . 1 at each end. run into the conwed "° ol \ Wlth cement; above this are two in hei<,u ,saddle-piece, together 16 inches lon*hlV. udon to a,lock 4 feet 9 inches piece Vf" ? deep ' d °Bg ed f° e sole " oplioait/ i does, one on each side, near 'eetfiinJ! loose blocks are therefore 3 *ed Kes - The ends of the well i« V s oun(1 , lj y straps. The rudder 80 is(Tir 0 e efti t U,> 'he centre line from the sill, the main , opposite the culvert leading to and 15 f ef .v j mpß, . Ifc is 10 feet in diameter, " deep, with a spherical bottom, I
and is built of brickwork 2 feet 3 inches in thickness, backed by 12 inches of neat concrete. The mortar used for this was in the proportion of 1 to 1, and the concrete contained half as much cement additional as the ordinary quantity. In addition to the 9-inch pipe discharging the leakage into this well, a 6-inch pipe conveys the surface water from the channel on the southwest side to it, and a 12-inch earthenware pipe laid in concrete, with 25 per cent additional cement, conveyed the drainage, &c. thence below the pumping culvert in the direction of the drainage pump. The coping round this well is made of local stone, 12 inches in depth, and is fitted with an iron grating in six _ sections, supported by one removable iron girder. At a distance of _ 20 foot from the centre line on either side rises the first \of the seven altars, each 2 feet in height, which form the lower series. The first two of these are 3 feet 74 inches in width, including the batter, 1 in S, which is used on all faccs, except the caisson ledge and chamber buttresses, throughout the work. The next four arc 2 feet 9 inches wide, the upper one or broad altar being 3 feet 9 inches wide. The breadth across the dock at this point, the foot of the deep altar, is 84 feet. Three flights of steps one central and one 50 feet from either end —give access from the broad altar to the floor on each side of the dock. Above these rises the deep altar, 11 feet 4 inches high, and four 4-fect altars; these, with the exception of the top one, which forms the cope 3 feet wide, having a width of 2feet 4V inches exclusive of the batter. Four flights of steps, one at each corner of the dock, formed at right angles to the face of these upper altars, provide a means of communication between the surface and the broad altar. The head of the dock is formed by a battering wall, 40 feet in height, running at right angles across the dock, broken in the centre by a recess for the bows of vossels which admits of two more flights of steps, from surface to floor, divided by a timber slide down the centre. All these altars and walls were built of rubble concrete in layers about 2 feet or more in thickness, and not less than 50 in length, composed of rough irregular blocks of basaltic rock, bedded in and surrounded by the ordinary 6-to-.l concrete. The faces of the altars were worked up smooth against frames formed of 2-inch boarding, braced, shored and weighted on the outside, and accurately set to level, line, and batter. Sufficient of these frames were provided to enable the work to proceed without interruption, and without disturbing any from the altars before the work was set. The walls at the head and the deep altars required more permanent framing ; the ordinary frames were used for the first two feet, above which and affixed thereto were 6 by 3 uprights, battering inwards, to which a face of 2-inch boarding was attached, the whole being shored up and kept in position, as the wall was built inside from the gantry, which, running down the centre of the dock, carried the rails of the travelling cranes hereafter described. Immediately beyond the end of the dock, and two feet above the middle of the floor, in the centre, was the sill, 16 feet in length. A cross section of it shows its shape. The centre portion, for a breadth of 41 feet, is struck to a curve of 140 feet radius; this is connected by a bilge curve of 20 feet radius, on either side, to the battering portion, 21 feet in height, which gives a total breadth at the surface level of SO feet. High water ordinary spring tides give a depth of 33 feet above the centre of the sill, though several times during the progress or the work the tides have been high enough to give 34 feet 8 inches. The rise and fall of the tide averages about 10 feet. The sill is constructed ot large blocks of Melbourne stone, laid in IS-inch courses, in I to 1 Portland cement mortar, well grouted in; this is backed by rubble concrete to the bottom and sides of "the excavation ; a bulkhead of neat concrete, without any rubble, being inserted behind the caisson quoins, to assist in forming a watertight joint: the brick invert of the floor being also returned up to the underside of the stones composing the inner edge of the sill. The caisson quoins are alternately 5 feet and 4 feet in length, and for the first 24 feet on either side of the centre line the courses are from 3 feet 9 inches to 4 feet in depth. Above this the courses are alternately 3 feet and 2 feet 6 inches deep, the coping being a 2-inch course, 3 feet broad on the surface. The first five of the 5-fe©t caisson quoins project into and are checked down for the purpose to the level of the floor of the caisson groove, bonding the work together better by this means. The caisson ledge on the end of the quoins is 16 inches in breadth, and is fine-axed and rubbed down to a perfectly vertical plane to form the joint with the wood facing of the caisson ; beyond this the end of the quoins where visible is checked back 1 inch to ensure the bearing I face being clear. With the exception of the j ledge all exposed portions of this stone-work are tooth axed. Outside this line are the | caisson groove and chamber, the latter being a prolongation of the former, walled in on the two sides and end—the apron, entrance, and wing-walls. The caisson groove and chamber are 15 feet 6 inches wide upon the floor, which is level, and 1 foot 6 inches below the centre of the sill, and is 3 feet 6 inches in thickness, length 124 feet 6 inches ; the walls of the chamber batter upwards to within 2 feet of the cope, and are 4 feet 6 inches thick at the level of the floor, where the excavation is in the rock, but are thickened out another 5 feet 6 inches above the surface of the rock, the back of the wall vertical. The end wall is rather thicker above the rock, in order to furnish a broad enough foundation for the discharge culvert, which is built in it, and the caisson hauling gear above. In addition to the vertical walls at the entrance, which are faced with dressed stone from below low-water level, there are two vertical buttresses on each side, and one in each of the inner corners of the chamber, measuring 5 feet in the face. In the centre of the face of each of these side buttresses there are grooves, into which are dropped totara fenders projecting 2inches beyond the face, in order to protect the timber facing of the caisson from being injured by the concrete walls. These buttresses also support horizontal kauri stringers and blocks, to which are attached over and between the buttresses by li-inch bolts castiron plates, with rollers bolted on, carrying the chains of the caisson hauling gear. This consists of a 6£-inch horizontal shaft on three plummer blocks, firmly bolted to stones bedded in the concrete floor, 5 feet below the cope level, to which are attached two chain pulleys—one at each end —and which is provided with two toothed wheels, worked by worm wheels on the vertical shafts of two capstans, fixed on the timber floor above on the surface level. Two other pulleys, fixed on the vertical walls at; the entrance of the chamber, complete the ' gear. The coping is set back 3 feet from the top of the battering walls, and is of concrete, 2 feet broad on the surface. The eastern end of the caisson groove forms a portion of the entrance walls, which are 83 feet apart at cope level, and extend seawards to the outer edge of the apron, which is level across, one foot higher than the floor of the caisson groove—the outer seaward edge being bevelled off. These walls are built of concrete fixed with local stone, and have the usual batter of 1 in S, till within 8 feet of the apron and groove floor, the remainder forming a slope at an angle of 45 degrees. Beyond the apron, 31 feet from the sul, these walls have curved returns, at a radius of 10 feet on cope level, and from the eastern and western wing walls— former being 98 feet in length in the straight, and the latter 75 feet —including a flight of watermen's steps, which forms a finish in this direction. Like the eastern walls, these are built of concrete from the surface of the rock, and are faced with rock-faced masonry from below lowwater level. The western side of the dockyard is protected from the wash of the sea by a pitched slope. The filling culvert is situated on the western side of the entrance, and is 5 feet 6 inches in height and 4 feet broad, with an invert at bottom and segmental arched roof. It is built of 14-inch brickwork in 1 to 1 mortar, backed with 18 inches of concrete, with 25 per cent, more cement below low-water level. The foundations are built of rubble concrete from the rock, and the outside and top and back of' the entrance walls here up to high-water level are covered with clay puddle 2 feet in thickness. This clay puddle is also carried along behind the walls to join the old clay dam where it crossed the entrance before the cofferdam was completed. The mouth of this culvert, which is formed in the masonry of the west wing wall, and is slightly bellshaped, to make up for the amount of waterway lost by the iron grating fixed in a rebate at the outer edge ttf prevent the influx of timber, rubbish, etc. The centre line is 2 feet beyond the end of the curved return of the west wing wall, and runs parallel with the line of the dock for 40 feet, the bottom of the culvert being level, 19 feet below the cope. A sharp curve of 9 feet radius and a short length of 5 feet at right angles, with a quick falling grade, brings it to the outlet in the stone sill, just about the point where the bilge curve joins the batter. Some slightly intricate work was occasioned in making the templates for the masonry of this outlet, owing to the quickly-falling invert and the roof of the culvert occurring, the former in the bilge curve courses and the latter in the battering courses of the sill. The penstock for this culvert, with a wooden gate working by a brass screw in a chase in the masonry, and bearing on the rubbed face of the stone, is provided immediately behind the wing wall. Directly opposite the rudder well on the east side is the mouth of the culvert leading to the pumps. This is faced with masonry in a line with the face of the third 2 feet altar, and is provided with wing walls opening out into the dock, and covered with an iron grating, to prevent chips and other rubbish finding their way to the pumps. This culvert is shaped like a tunnel, is 5 feet 9 inches high in the centre and 5 feet wide
at the springing of the arch, with sides battening to 4 feet 6 inches at the level of the invert floor ; it has a rapid fall of 1 inch in 44 inches to the penstock, which is placed just behind the cope. It is built like the other culvert, in 14 inch brickwork laid in 1 to 1 cement mortar and backed with 2 feet of neat concrete with 25 per cent, extra cement. The penstock shaft is similar to the others, being built of 14 inch brickwork backed with cort' crete. This portion of the culvert is level, the bottom being the same level as the floor of the main pumps, 51 feet 6 inches below the cope. Just beyoud the penstock, it opens with a bollmouth into the suction chamber, 15 feet long by 50 feet wide and 31 feet high ; this divides with two openings to each of the two main pump wells, the lower one being fitted with a framework of flag valves. These "pump wells and the suction chambcr are built of brickwork 2 feet 3 inches thick in 1 to 1 cement mortar, and are backed by concrete with 25 per cent, extra cement. The lower portion of the pump wells is 10 feet 6 inches -drain by 11 feet in height, and contains three large standards firmly bolted to large bedstones in the floor, which carry the cage and glands in which the plunger works ; a cast-iron floor with valves, &c., divides this from tho middle portion, which is 12 feet in diameter, and, including the domed portion, 16 feet in height; this contains tlie cage and a wrought iron bulkhead divides the inlet from the outlet portion. The upper portion of these wells is 25 feet deep, with a diameter of S feet, carrying two cross girders which support the plunger-rod guides and circulating pump suction-pipe and rose. Two branch culverts lead from these shafts to the main discharge, uniting at a distance of 25 feet, which immediately on leaving the building curves round to the end of the caisson chamber, and issues through tho cast wing wall at a distance of 17 feet from the end, the penstock, like the filling culvert, being placed iust inside the wing wall. The top portion of these vertical shafts, 10 feet 6 inches in height, of 18-inch brickwork, is in tho basement of the engine-house, which contains the main engine-beds, condensers, and air and circulat pumps. Each of these pumps is worked by a separate engine, which, with the pumps themselves, are made from the designs and at the works of Messrs. James Watt and Co., Birmingham. The engines are of horizontal typo, with a single steam-jacketted cylinder, 34 inches diameter and 4-fect stroke, fitted with Watt's patent slide valves, the crank-shaft being 12 inches diameter, and the fly-wheel 15 feet diameter and 11 tons in weight, the disc being 8 feet diameter and weighing 4.? tons. The plunger has a diameter of 4 feet, the stroke being 5 feet. These pumps are calculated to empty the dock, from high-water, a quantity of over 40,000 tons, in 4£ hours. There is also a drainage pump, situated beyond the main pump on the seaward side, and connected by a 2-feet earthenware pipe laid in concrete, with a sump in the main suction chamber, directly opposite the mouth of the pumping culvert. The 12-inch pipe from the rudder-well discharges into this. This well is divided into two portions, the lower of which containing the suction pipe is 4 feet 6 inches by 3 feet and 19 feet 6 inches in height, built of 14 inches brickwork with 15 inches concrete backing ; the invert floor of this is 54 feet below the floor of the engine house ; access to it is obtained through a manhole in the invert of the upper portion, which is 7 feet (or by about 6 feet in breadth), the walls here being 18 inches thick. This contains the valve box and pump barrels, three in number, and in diameter worked by toothed gear from a small vertical engine, with 14 inches cylinder and 12 inches stroke. The discharge from this well is conveyed by a 15-inch earthenware pipe round the end of the caisson chamber, and issues through the arch of the main discharge culvert, between the penstock and the back of the wing well. The pump is capable of forcing water to a proposed tank on the top of the cliff, 100 feet above the dock yard level, for fire-prevention purposes. The boilers, which are three in number, also made by Messrs. Watt and Co., are 13 feet in length by 6 feet in diameter, of j* inch steel plates, vertical joints, single rivetted, horizontal joints double rivetted; they are of the multitubular pattern, 16 out of the 48 being stav tubes, in addition to S stays; they arc built in the usual manner, with furnaces below, in firebrick, and are provided with donkey engine for feed supply; the engine and boiler house are pretty much the same pattern as ordinary. The chimney standing 6 feet away from the boiler house, on a bed of concrete from the rock and 10 feet of brick foundation, is 103 feet 4 inches in height, octagonal in shape, above a panelled base 12 feet square and IS feet high, and is built of brick with moulded stone cornice to base, making course and capping, the interior shaft being 5 feet across.
Construction Plant, Ac.—The mode of procedure in the construction of the works was as follows :Across the centre of a large hole previously excavated in order to ascertain the nature of the rock, a wooden bridge was thrown, supported by the edges of the excavation as abutments, two trcstlework piers from the excavated benches, and in the centre by the framework of a winding apparatus provided with two cages and driven by an engine and marine boiler on the seaward side of the dock. As much of the excavation as possible was taken out by drays up a sloping grade; the remainder being lifted up in trucks by the winding gear, rails being laid along the sides of the excavation and connected by turntables to the cages. Rails were also laid around the dock and to the wharves, one on the cofferdam and two on the seaward slopes, at which materials used in the work were lauded, .and to the different store sheds, concrete-mixing shed, &c., turntables being provided at the different ■unctions. By this means, materials were conveyed from point to point, according to the position of the work in hand, the motive power being horses, which were trained to push the tracks before them. These being docile and tractable, became A by constant habit so intelligent as to know exactly how and where to place themselves at a turntable for proceeding in a different direction ; moreover, one of them, which used to work in the bottom of the dock, would, when the truck had attained sufficient impetus to carry it to the required position, stop and stand watching until the truck was tipped up and emptied, when it would turn round and stand prepared to pull it back. The excavation therefore being completed, and the drains laid, the concrete, which was mixed as described in the shed above, was brought down in trucks, and the first layer, without rubble, was laid for the breadth of the invert between the side rails. As soon as this was set sufficiently it was followed by the brick work of the invert, the cement mortar being mixed alongside by the work, water being supplied from the mixing shed j tanks by iron piping and flexible hose. As this proceeded it was followed by the rubble concrete flooring; this being done, the sides of the invert were then filled into floor level with rubble concrete for a length of 70 feet, the rails being taken un as required, a start being also made with the end walls. Meanwhile the timber for the gantry staging, to carry inner rails of the overhead travellers, was being prepared on the surface, and as soon as the floor was sufficiently advanced this was lowered down into the dock, and the pieces were bolted together oil the floor, cach set being hauled up on its feet when constructed, the longitudinal rail timbers being laid and the bracing completed. Each bay was 16 feet in length, and about twelve bays were erected, each one as finished with being taken down and re-erected at the other end, only about half the number being in use at the one time. Each set consisted of three rough columns on 12 by 12 sole-pieces, 15 feet apart centre to centre, joined at the head by a 12 by 12 crosshead, and braced by two 9 by 6 diagonal aced on each side; 12 by 12 rail timbers laid on cabels above the outer columns joined the sets, and additional strength was given to these by 9 by 12 braces or struts, two to each column. The outer rail was carried by a 12 by 12 longitudinal, laid on the upper bench of the excavation, the gantry being kept level with this. The two overhead travelling cranes, one on each side of the dock, were supplied by Messrs. Tangye, of Birmingham, and were calculated to lift 6 tons, safe load, in double gear : they were, however, never required to lift above 3 tons, their ordinary load, two or three blocks of stone or a bucketful of concrete not being over 2 tons weight. The different motions were actuated by clutch gear, but this was replaced by tooth gear. By means of these the sidewalls and altani were i built up to within 6 or 8 feet of the surface, varying lengths of from 50 to 80 feet being constructed at a time; that portion of the gantry used for the previous length being meanwhile taken down and re-erected for the next one. Ordinary 3-ton steam travelling cranes, ono on each side of the work, were used for competing the upper portion, with smaller buckets, and two ordinary contractor's hand cranes were stationed at the head of the dock for the construction of the end walls. Several of these cranes were stationed in different parts of the yard, and were very useful for the handling of the large blocks of masonry used in the work. The centre portion of the masonry of the cill was laid with one of these, the sides being built with the overhead travellers and the last few courses with the stationary or ordinary steam crane. The material for the east wing wall, entrance walls, and caisson chamber was carted thither and the work built chiefly by hand, the rock being much lower at this part. Owing to the softer nature of the rock the east wing wall had to be built in short lengths. The outer portion of the west wing wad, which projected beyond the cofferdam, had to bo built within sheet-piling, that part below low-water level being built in bagwork. Cement. cement used on the work, which was chiefly from the kilns of Messrs. J. B. White and Co. ; was stored, as consignments were received, in a large shed on the western side of the dook, aud ,
brought over to the mixing shed as required Each consignment was tested when delivered, and at any future time if considered necessary. It was also required that the cement should bo tested at the manufacturers works in England before being shipped and a certificate sent therewith. The tests were :—Extreme fineness in grinding, the average core not being above 10 per cent., a weight of not less than 112ftb per striked bushel, and a tensile strain of at least 4501b per square inch of section an briquettes made with, and immersed in »alt water for a period of seven days. One of Adie's testing machines, up to 18001b, with briquette moulds, plates, sieves, &c., was provided in the Harbour Boards office on the works where tho tests wcro made.
Concrete Mixiko.— concrete was mixed in a shed erected for the purpose on the east side of the dock, opposite to the cement shed. One side of ,it was occupied by the stoncbreaker, and the motive power, which consisted of a marine multitubular boiler and a pair of Tangye's 10 h.p. horizontal engines, the one of which drove the stonebrcalcer, and the other the elevator gear. The oteher side was occupied by the mixing floor, and a space at the back for the day's supplv of cement. These wooden gauges, each holding one-third of a yard and each deeper, though of less area, than the one underneath, were filled consecutively from the surrounding heaps of material, with broken stone, gravel, and sand; the gauges being then removed, a barrel of cement was then broken over the heap and the whole was then turned over three times by a gang of six mon and then turned into tho trough of an elevator, by which it was raised in small buckets to the roof, being there discharged by a trough into a drum revolving at a small angle from tho horizontal, in which it was wet by water from a finely perforated tee pipe, controlled with a lever by a man stationed at the mouth of the drum; this discharged _ the concrete into a hopper outside the building, whence it was removed by a succession of trucks to the work in progress. Salt water used in the making of the concrete was obtained from the sea by a small pu lsometer on the'westcrn side, actuated by steam from the winding engine boiler and conveyed in pipes across the bridge to four tanks on the mixing-house roof; other tanks here contained fresh water, obtained from a box-hole sunk to a depth of 300 feet in the rock just outside the mixing shed; the water rose in this and a small bucket pump lifted it thence to the tanks mentioned. 1 his water was used for the boilers during the work, and will be of great servicc for the permanent boilers of tho pumping engines.
Caisson".—A few words descriptive of the caisson may be of service. This was from the design, and made (at the works of Messrs. Head, Wrightson, and Co., of Stockton-on-Tees. It is built entirely of wrought iron, timber being used only for the decking and bearing facings. It is 83 feet long on the deck and 15 feet wide over tho timber facing 3. being 41 foot 6 inches deep overall. It is of the box caisson type., the sides being vertical 13 feet 6 inches apart: the ends batter downwards at one tin eight for 28 feet 6 inches, below which the stem and stern are cut off at an tingle of 45 degrees, leaving a length of 48 feet on the floor. The length of the keel pieces : These latter are 12 feet by 8 feet, of grcenheart, one on each side of the bottom of vessel, and are bolted to 5 by 5 by -\ angle iron rivetted to the floorplates, which are £ in thickness. The caisson is divided into four parts by stem, central, and stern bulkheads, there being six frames between each, and has a watertight deck running the full length of the vessel, 16 feet below the covering plates, and a tank floor at the depth of the top plate for a length of 24 feet in the ccntrc. The shell plates horizontally on tho sides, alternately outer and inner, vary from $ to 3 in thickness: at the ends they are placed vertically. The frames, which are 2ft. 114 centres, arc in two portions, those below the watertight deck being 5 by 3fc by h, those above, 4by34by 4. The inner corner angle irons of the floor and lower slopes are 5 5 by J, those of the upper slopes 5 by 5 by 4. Floor beams of tho depth of the lower shell plates, composed of 4 plate, strengthened by 4J by 44 by 4 angle irons at top and bottom, give stiffness to the bottom plates at each pair of frames. _ Longitudinal stringer plates i4in. wide by 4in., affixed to shell plates by angle irons placed about 3 feet apart above the floor beams, serve to stiffen the shell between the frames. Transverse angle bars between the frames, with longitudinal bars at the level of these stringer plates from stem to stern (the eentre of the caisson) (and vertical bars at), form the interior framework. Additional strength is riven by the three bulkheads, composed of g plate and two pairs of flat diagonal bracing between those above and below the watertight dcck. The watertight deck and tank floor are formed of 3 plate on beams composed of § plate 15 inches in depth, rivetted to the transverse anglebars. loe decking is of 3 inch kauri timber, cambered to the covering pieces, on which are galvanised iron stanchions and chains. There are no less than 9 scuttle frames and covers on the deck, 3 connecting by trunkways and ladders to the bilge, 4 to the watertight deck, and 2 to the tank. There is a 12 inch valve opening from the watertight deck to the sea on each side of the caisson, and also 9 inch ones from tho water ballast tank. A hand pump on a small deck below the watertight deck connects with either the bilge, the sea on either side, or the watertight deck, and delivers either outside or into the tank, provision being made for affixing hydrants in case of fire. The caisson is hauled in or out of the chamber by means of the gear mentioned above, the yoke and drawbars being held in position by guide brackets and a lifting screw. Capstans and bollards are provided in convenient positions around the cope, and buoys have been moored outside the entrance for the convenient handling of vessels in the process of docking.
THE DOCK ENGINEER. The Harbour Board were extremely fortunate in obtaining tho services of such an experienced engineer as Mr. W. Errington, C.E., to plan and carry out the great and important work which is now completed so satisfactorily, a work which is of the greatest importance to the future of the harbour. Mr. Errington was born in New-castle-on-Tyne in 1831, and served his articles with T. Richardson and Sons, of Castlo Eden and Hartlepool, and was subsequently chief draughtsman to that firm. After occupying this position for soma timo,
Mr. Errington became superintending engineer for Geo. England and Co., London, railway contractors and locomotive builders. In the year 1857 Mr. Errington arrived at Melbourne with a quantity of machinery for goldfields purposes for a syndicate in England, and while in Victoria he designed and constructed tho first locomotive engine that was made in Ballarat. Mr. Errington was for a number of'years engaged in that city as consulting engineer up to tho year 1871. Mr. Errington commenced his connection with the ITiames Goldfieids, in 1871, and he subsequently became well-known in connection withthemost importantmlning works in that district. The Thames drainage works then became necessary to enable the rich discoveries of the Caledonian, Golden Crown, and other mines to be worked at greater depth than could bo reached with the aid of the pumping plants then working on the Caledonian, Tookey's, and Golden Crown ; and, acting on the advice of the most skilled exports on the Victorian Goldfields, Mr. Errington was selected by the directors to design and carry out tho Thames drainage works. He selected the shaft on the Imperial Crown Mine as the most suitable sito,andon this heconstructed wha.t is at present known as the Big Pump Plant and machinery. The engine, a huge beam engine, was purchased in Ballarat, but it required a great deal of alteration, and under his supervision and on his designs thepe were successfully carried out by Messrs. Price Brothers, iron-founders, at the Thames. After the completion of the erection of the pumping plant, Mr. Errington remained in charge of the works for some years, and sunk the shaft to its present depth of 640 feet, amidst great difficulties, principally caused by the deadly carbonic acid gas which generated in the mine, but by a perfect system of ventilation he succeeded in overcoming all those difficulties. In the year 1875, Mr. Errington was selected by the Auckland City Council to design and carry out the Auckland waterworks, including the pumping plant at the Western Springs, the reservoirs at Ponsonby and Kyber Pass, and the wholo system Of pipes, valves,
hydrants, &c., which now supplies the city with, water, and the skill and ability with which these important works have been carried out, speaks volumes for the engineering skill displayed by Mr. Errington. Ho remained after the completion of the work in the employ of the Council as Waterworks Engineer, and has quite recently completed for them the new reservoir and pumping plant at Ponsonby, and the large reservoir at Mount Eden, from which the whole of the upper portions of the city will be supplied with water at a high pressure. After the completion of the waterworks contract the Auckland Harbour Board desired to have a graving dock constructed, nfnd Mr. Errington was requested to furnish designs. This he . did, and his first designs showed a much greater depth than is afforded by the Auckland dock, bub the Harbour Board, fearing the expense, required designs for a dock of more limited depth, and these were furnished by Mr. Errington, who also planned all the machinery connected with it, and the work was carried out under his personal supervision by Messrs. Jones and Ware, contractors, and the dock, although small, is a splendid structure, and a credit to the skill of the engineer. But a greater and moro important work than any of those we have referred to yet, remained for Mr. Errington to accomplish, that was the construction of the huge graving dock now completed at Calliope Point. Out of a number of applicants for the position of engineer for this great work, the Harbour Board selected Mr. Errington to prepare designs, which they subsequently adopted, and appointed him to carry them into effect, and tho Calliope Dock now stands a monument of his great ability as an engineer. In private life Mr. Errington is genial, affable, and unassuming, respected and esteemed by every citizen in Auckland, and loved by a very large circle of acquaintances in all spheres of life. Some months ago Mr. Errington was attacked by a severe illness, which laid him up for several weeks, and indeed he is only now recovering, but so great was his anxiety in regard to the dock that as soon as ever he was able to leave his bed he came on the works, and was present when tho dock was pumped out, in order that the engines might be pissed, and has since been daily, and often several times a day, on the works.
THE CONTRACTOR, MR. P. LANIGAN.
Mr. Pierce Lanigan, the contractor for the construction of the dock, is a personage who is easily recognised. He is essentially a self-made man, who has fought tho battle of life successfully. Mr. Pierco Lanigan was born in the County Kilkenny, Ireland, and emigrated to Australia in 1866. This was at the close of tho big mining boom of
the Australian colonies. He went in for contracting, but finding things not satisfactory he came to New Zealand. Ho landed in Otago, and then came on to Auckland. His first job in this province was tho building of a dam at Henderson's Mill. Tho Thames goldfiolds were opened in 1867, and Mr. Lanigan threw in his lot with the goldfields, his career being principally that of a prospector. Associated with mates he prospected at the head of tho Karaka, locating a claim there. Ho then proceeded on a prospecting tour along the Peninsula. At the time of the rich discovery in the Caledonian mine tho popular idea was that this rich run of gold reef ran through the alluvial flats of Grahamstown into the sea, and was probably continued to the Miranda side of the Gulf. There was, therefore, a rush to peg out claims up to the coast line, but Mr. Lanigan was ahead, for marking out the area of tho "Great Atlantic" in the tide beyond the foreshore, he erected a wooden structure which would be above the reach of the tide, and there he proceeded to sink for the Caledonian reef. It is a matter of history that the project was a failure, but it serves to elucidate the enterprising spirit of the man who could dare such a work under such circumstances. Mr. Lanigan did not confine himself to mining and prospecting altogether during his stay at the Thames. As one of a partnership of three, he carried out the construction of the Hape Creek Tramway, and subsequently, was a partner in the construction of the Te Papa Wire Tramway— first constructed in New Zealand. The contract for the reclamation at the foot of Waiotah; Creek showed his astuteness. There was a large flat to be filled up, and Lanigan's contract was looked upon as ridiculously low ; but ho went to work, built a breakwater, and allowed the rush of tho creek to bring down the debris from the mines and the tailings from the batteries, and thus he persuadocl tho elements to carry out his work satisfactorily. Leaving- the Thames for Auckland, Mr. Lanigan carried out the contracts for the Freeman's Bay reclamation, the erection of the Markethouse, and the Mangere bridge construction, the contract price for which was £15,000. After this he formed the reclamation works between the railway and Archard and Brown's. Mr. Lanigan lent valuable assistance to Messrs. T. and S. Morrin in respect to their contract for the city water supply, and is now the owner of a valuable gold watch, with inscription, as a testimony of the firm's indebtedness to him. After this he took a railway contract in Whanganui for £45,000, for tho construction of tne lino from Whanganui River to Kai-iwi, a distance of 12 miles, including 12 chains of tunnel. On finishing this contract, Mr. Lanigan roturned to Auckland about 10 years ago, and negotiated tho purchase of a kauri forest at Ngunguru, near Whangarei, whore ho erected a sawmill. While working the bush and mill, Mr. Lanigan carried out the Whangarei railway contract, and then devoted his time to pushing forward his timber industry up to the timo that tenders were called for the construction of tho Calliope Dock. His tender, ono of six, was accepted by the Harbour Board, and membors congratulated each other at the time on having secured a contractor with so good a record as Mr. Lanigan could show. The contract price was about £.89,000, and the contract was signed on the 20th November, 1885. Extras have carried ihc cost up to about £100,000. It is to the credit of the contractor that during tho whole progress of this largo work not a single fatal, and only a few minor, accidents have occurred. This is the more creditable to Mr. Lanigan, as during the whole progress of the work he has employed no engineer, no foreman of works, no clerk, but aided only by his brother James he ha 3 operated on his own plans. It must bo borne in mind that the construction of this dock was & work in which a large responsibility was thrown on the contractor. The plans and specifications showed that certain work had to bo finished, but ho had to think out the scheme of carrying them out.
THE INSPECTOR OF WORKS, MR. J. H. SWAINSON. Mr. John Henry Swainson, who has filled the important office of Inspector of Works sii»ce the commencement of the contract, is a native of Preston, Lancashire, and is about 30 years of ago. He received the greater part of his education at Uppingham School, one of the largest public schools in England, and he was also for a time at Windermere College. On leaving school, he was apprenticed to Messrs. Garlick, Park, and Sykes, civil engineers, architects, and surveyors, Preston. Mr. Garlick, the senior member of the firm, was borough engineer, and engineer of the Ribble navigation works, and other important undertakings which have lately been taken over by the Council. On these works over a million will be spent. They are large and important works to give better shipping facilities on the Ribble. After concluding his apprenticeship, Mr. Swainson was tit Manchester for three years. He came to Christchurch in 1883, and was engaged
with Mr. Napier Bell in taking out quantities for the Midland Railway. After concluding that work Mr. Swainson made a trip to the north of the colony, and just at that time an inspector of works was advertised for for the Calliope Dock. Ho applied, and was appointed, although he had no recommendation or influence beyond the testimonials he possessed as to his qualifications and certificates as to what he had done. In 1879 ho joined
the Institute of Civil Engineers as a student, and some three years ago was elected an associated member. Mr. Swainson intended to remain in the colony, but we understand that he has now made up his mind to return to England on the completion of his work at the dock. He has been close and unremitting _in attention to his duties, and has superintended every detail of the construction of the Calliope Dock.
AUCKLAND AND THE ROYAL NAVY.
The connection of Her Majesty's navy with the history of the province of Auckland and of the colony has been of the most intimate character. The surveys of the adjacent islands were made by the Beagle and tho Herald, and of our own coasts by the Acheron (Captain Stokes), after whom Stokes' Point is called, and the Pandora (Captain Drury). As far back as 1837, Captain Hobson, our first Governor, served in these waters in H.M.s. Rattlesnake, and in 1840 was ordered out in H.M.s. Druid for the purpose of establishing the Queen's sovereignty in New Zealand. His successor (Captain Fitzroy), belonged to "tho same branch of the Imperial service, and had visited the Bay of Islands in 1835, in H.M. s. Beagle. At the sacking of Korarereka, at the very outset of the history of the infant colony, there are no names which shine out more brightly than those of Captain Robertson, of H.M.s. Hazard, and his first lieutenant, Lieutenant Philpotts, son of the late Bishop of Exeter. The first-named officer's deeds are still remembered by the Ngapuhi, for on that eventful day he killed five natives with his own hand, and was at last carried on board his ship with four bullet wounds on him, and his thigh broken. Poor Toby Philpott found his fate in the succeeding campaign, at the storming of Ohaeawai, falling dead in the front of the forlorn liopo at tho ditch of the pa. The names of the Castor, the Racehorse, the Osprey (afterwards lost at False Hokianga), the North Star (of which Sir Everard Home was commander) are familiar as household words to old colonists. Later came the Driver, •In flexible, and Calliope (of which Sir Everard Homo was commander). A _ naval brigade served in the Porirua district at the capture of Rauparaha, and at the subsequent Wanganui campaign. At a later stage in our history came the wellremembered names of the Fly (Captain Oliver), tho Havannah (Captain Stanley), and the Fantome. It was at the invasion of Auckland by Ngatipaoa in 1851, that tho Fly rendered such good service, for turning her guns upon the warparty in Mechanics' Bay, the armed Maori warriors had (says Thompson, in his " Story of New Zealand,") with shame and much sweating to drag their heavy war canoes over the mud to low tide, and before an hour had elapsed the inhabitants of Auckland who crowded to the heights "saw thirtyfive canoes full of armed men sailing down tho Waitcmata." Later down the page of colonial history we come to the Taranaki war of IS6O, one of the most inglorious episodes in tho numerous campaigns against the Maori rebels, but the gallantry of the Navy shone out conspicuously, as witness the exploits of Captain Cracroft and his Nigers at Waireka; and the bravery of Captain Seymour, of the Pelorus, and his blue-jackets at Puketakauere. Old colonists will remember in those days tho Iris (Captain Loring), the Cordelia, and the Fawn. In the Waikato war which succeeded, tho Naval Brigade, under Commodore Wiseman (CuraQoa), took their share of the work. It was at Rangiriri that Midshipman VVatkins, of the Curogoa, fell dead on the scaling ladders, leading a party of stormers, and that Captain Mayne, of the Eclipse, was wounded. Who can forget the genial Captain Jenkins, of the Miranda, engaged in the Thames expedition, after whose warship tho Miranaa district is named? When the East Coast campaign was undertaken the Naval Brigade again was called upon to render service, and at the memorable assault upon tho Gate Pa the gallant Captain Hamilton, of the Esk, fell fighting at the head of his men, as also Commander Hay, of the Harrier. The unfortunate Orpheus (Commodore Burnett), lost on the Manukau bar, with most of her crew, illustrates how Englishmen can die in peace as in war, for it is stated that as the masts went overboard the men crowded in the rigging cheered from lips soon to be closed in death. It is a pleasing coincidence that our new graving dock should be named after one of the warships which cruised in our waters in the olden time, and that Calliope Point keeps in remembrance the place where she was wont to engage in big gun practice. In these later days it is somewhat curious, as an additional coincidence, that the first warship to enter the Calliope Dock should also bear the well-remembered name —Calliope.
At an early hour on Saturday, Feb. 18, the caisson of the Calliope Dock was opened, and about half-past ten H.M.s. Diamond was hauled out by her crew, and steamed away to her old anchorage. In a brief space she was followed by H.M.s. Calliope, which also took up her previous moorings.
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Bibliographic details
New Zealand Herald, Volume XXV, Issue 8987, 27 February 1888, Page 4 (Supplement)
Word Count
19,447THE CALLIOPE DOCK. New Zealand Herald, Volume XXV, Issue 8987, 27 February 1888, Page 4 (Supplement)
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