CLUTHA RIVER BOARD

Otago Daily Times, Issue 19066, 11 January 1924, Page 12

CLUTHA RIVER BOARD

Review of Operations. Problems of Navigation. AN INTERESTING HISTORY. The configuration of the country and the trend of settlement in the district were of such a, nature that the Molyneux River was destined to play an important part in the development of the surrounding area, which was of substantial dimensions. In the early days of settlement in the province Port Molyneux, at the mouth of the river, figured prominently in the records, many of the settlers who had taken up land in the Clutha and southern districts deciding to proceed there rather than go overland, as roads were unknown and the difficulties of transport almost insuperable. It is interesting to note the diversity of opinion which existed in the early days as to where the capital of Otago should be situated. Some people considered that Waikouaiti, which possessed a splendid roadstead, that could have been made to serve the needs of extensive shipping, should have been selected in preference to Dunedin. On the other hand, the vivid descriptions of the Molyneux, or Clutha, district (as it was afterwards known) given by surveyors and others attracted particular notice, and led to the belief by many that it should have been the centre from which all partitions of the province should have radiated. Those who held this view emphasised the lay and extent of the fertile area, the immense stretch of country around to the south and west, the comparative ease with which internal communication could be opened up, the copious water supplies in all directions, and the genial climate. It was also held that the land was superior, being more level than that at Dunedin, and more extensive in area. The want of a good harbour and the liability to sadden floods were recognised, but with tile optimism characteristic of the days, the supporters of the Clutha maintained that both these defects could be remedied by a moderate outlay of money. The supporters of these views spared no efforts to attain their object, but the difficulties could not be overcome, and Messrs Kettle and Tuckett’s selection of Dunedin as the chief town and port of the province remained undisturbed. The Molyneux River owes its name to Captain Cook, who discovered it as long ago as March 4, 1770, and who named it out of compliment to the sailing master of his exploring vessel, the Endeavour — Robert Moulincux or Molineux. The name was not spelt with a “y,” and was pronounced “Moli-nooks.” The Maori name of the river is the Matau (right hand), because in entering the river in a canoe from the bay by the old entrance the sheerer had to turn the prow to the right to paddle up than branch instead of the Koan (the pied shag bird) branch. The name “Clutha” was bestowed by the surveyors, and is said to be the Gaelic for Clyde. The Molyneux River, which has its source at Lake Wanaka, traverses a course of some 220 miles, and drains about 8248 square miles, including the Aspiring "roup of mountains and the extensive glaciers and icefields of that region. The water which it discharges into the ocean has been variously estimated at from 1,674,000 cubic feet to 1,690,000 cubic feet. One of the earlv settlers records that the first sight of this mighty river was a most beautiful one. The waters were clear for fathoms towards the banks, showing the white pebbles and bright water weeds, but lost in the depths of the centre, and showing on its ripples the blue-black sheen only seen on snowfed rivers. The Clutha River Board was brought into existence tor the purpose of opening the river for navigation and improving it for navigation purposes. The first meeting of the Board was not held until 1876, and before the close of that year the Board took into consideration the question of the navigability of the river, from the very first this was a task of some magnitude, involving a good deal of careful consideration. At that time ihe depth of water was probably quite sufficient for requirements, but there were numerous obstacles in the way of snags and rocks which had to be removed. These were dealt with as opportunity ofi'ered, but as time went on difficulties were occasioned by the shoaling in the river which became so pronounced that in later rears operations had to bo mspended when the water was at a very low level. All these things meant expense to the Board, which also had to face the expenditure involved in the erection of jetties at different places on the river to enable its boats to discharge and load cargo at the various settlements extending over a considerable area. At times erosion by the river was a source of annoyance to the Board, which had frequency to face the question of erecting groynes to protect the properties of settlors for further ilaniage. In 1870 certain lands were set aside as endowments to enable the projects of the Board to be carried into effect. The first meeting of the board was held on January 12,’ 1876, and was attended by Messrs' Robert Cramond (Mayor of Halclutlia), James Smith (Chairman of the Balmoral Road Hoard), Rhi'ip Oakdcn (Chairman of ihe Pomahaka Roard Board), George Inghs (Chairman of ihe Mataura River Hoard), and George Hay (Chairman of the South Molyneux Road Hoard). Mr Cramond presided at the first meeting at which Mr J. Smyth Fleming was appointed interim secretary. The second

meeting, which was held on September 5, 1876, was attended by Messrs Oakden, who occupied the chair, Smith, Mason, Dalgleish, and Inglis. At this meeting Mr Fleming was appointed secretary, and ho retained the position until his” death in April 1907—-a period of over 30 yeans. Some three weeks later the first appointment of a permanent chairman was made, Mr James Smith being appointed to that position for the ensuing 12 months. The removal of certain snags in the river was decided upon at this time, and the chairman, Mr Robson, and Mr Brydone, were authorised to expend a sum not exceeding £4OO in improving the river for navigation. On May 7, 1878, the Snags Committee was authorised to make an experiment in removing rocks which were obstructing navigation at Eeclcfeehan, near the junction of the Pomabaka and Clutha rivers, by means of dynamite, the cost not to exceed about £2OO. Later on the sum was increased to £7OO. By this time a ietty had been erected, and a siding was being” laid down to connect it with the railway. The' flood in 1878 played havoc at Port Molyncux, and the idea of forming a harbour there was abandoned. The Port Molyncux Harbour Board went out of existence as a result, and the area tormerly controlled by it came under the jurisdiction of the Clutha River Board. Early in 1879 the shallowing of the Koau (Southern) branch of the river became serious, and the Minister of Public Works communicated with the River Board on the subject, intimating (hat R it could seo its way to take action in the direction of improving the How of water where the professional services of the department would be placed at its disposal free of charge. This offer was accepted by the Board. At the same time it was decided lo apply to tho Government for the services of an engineer to report cm the navigation of the river iron* Clvdevale to the jetty at the Balclutha railway station, especially with reference to the works necessary to secure an easy flow of water passing down the Ivoau branch.

At a meeting on March 14, 1879, at which Mr Smith was re-elected chairman, Mr Higginson estimated that the expenditure necessary to improve the navigation of the Koau branch between the railway bridge and the railway station would Ire £20,000. Needless to say, the board decided that it could not undertake a task of such magnitude, the cost being entirely beyond its means. In August, 1879, inquiries were made regarding the construction of a boat to carry 30 lons of cargo, the boards intention being to purchase one if the cost did not exceed £2500. It was ascertained that a suitable boat would cost upwards of £3OOO, and in view of the funds at the disposal of the Board it was decided not to proceed further with the matter in the meantime, but it was also resolved to communicate with Mr Thomson, M.H.R., and others with a view to having a Bill passed by Parliament giving it borrowing powers to the extent of five years’ rents to enable it to provide the funds necessary to place a steamer on the river. Ou June 24, 1881, the construction of a boat was authorised; on January 24, 1882, the chairman mentioned that the new river steamer had been shipped from Glasgow about the end of the previous November, and Captain M‘Kinnon -was engaged to procure the appliances necessary for the working'of the steamer, to take command at the trial trips, to bring her round to the Glntha and make a few trips up and down the river to ascertain the condition of the channel and the capabilities of the boat, which was named the Matau; and by the end of September, 1882, the steamer had been completed and handed over to the custody of the board. Early in 1888 a letter was received from Mr Vincent Fyke, M.H.R.. expressing a desire to have the river opened for traffic as far as Beaumont. The proposal was favourably received by the board, which decided to reply suggesting that Mr Pykc might induce the Tuapeka County Council to instruct its engineer to make a siirvey of the river to a point named and give an estimate of the cost of making it navigable. It was agreed that if Mr Pyke could induce the Government to defray the cost of the work the board would gladly cooperate in carrying on the traffic. On February 17, 1888, the tender of Captain M’Kiiinon and others for the lease of the steamer for 12 mouths from March 1, 1888, was accepted. On the same day it was decided to make an effort to get the Tuapeka County Council to co-operate in making a survey of the river between Tuapeka Mouth and Beaumont. Very soon after this a proposal was made for an extension of the board’s district up the river to Teviot, A communication on the subject was sent to the Government, and a reply was received from the Minister of Marine expressing the opinion that the matter was one which should be dealt with by the board.

In July, 1888, the board decided to incur an expenditure of £589 in connection with the removal of rocks from the bed of the river between Clydevale ferry and Tuapeka Mouth, the tender of Mr Charles John Butler for that amount being accepted. The contract with Messrs M'Kinnon and Co. appears to have remained in existence till 1891, as the records show that on July 31 of' that year the board decided to resume possession of the Matau and terminate the arrangements previously existing. About the middle of 1891 the operations of mining companies and.,, the resultant discharge of large quantities of tailings into the river alarmed the board, whiclT decided to draw the attention of the Government to the fact that the bed of the river was being silted up, and that there was a great danger of serious injury to the adjacent low-lying lands in the event of a heavy flood. As time went on the position became more serious, and in September, 1899, the board decided to submit to the Public Works and Mines Departments as a matter of urgency a report setting out the position of the board and the lliver Trust as a result of the proposed dredging operations in the navigable portion of the river, the object being to secure a better definition of the board’s position and whatever reflations might be deemed necessary. “ Regular trips to Tuapeka Mouth were decided upon on July 8, 1892, these taking place on the first Monday in each month, and subsequently on the first Tuesday. These apparently did not prove remunerative, as we find that on June 23, 1894, the board decided that they he discontinued unless sufficient cargo was notified to pay working expenses An ambitious proposal was brought forward by Mr Nelson on September 26, 1892, when he moved that application be made to the Government for an advance not exceeding £IO,OOO on the security of the board’s endowments in order to open up the river for navigation. After a Ion" discussion tho proposal was lost on the° casting vote of the chairman. Mr Nelson brought the same proposal forward again at’the next meeting, held on December 5, 1892, but it was defeated by five votes to four. On December 19, 1893, the chairman furnished a report regarding an accident which had happened a short time previously which bad resulted in the sinking of the steamer at Glydevale. Tho vessel was raised by Captain Butler without sustaining any material damage. . By tho middle of 1897 the condition of the steamer Matau was such that the board decided to obtain a new steamer to replace her, and to keep the river open for navigation. On October 12, 1897, the On October 12, 1897, the chairman reported that Mr K. Roberts, engineer, Dunedin, had prepared plans and specifications for a new steamer, the cost of which he estimated at £sOll. On January 11, 1898, it was reported (hat legislation would be necessary to enable the board to borrow money to pay for a new steamer and that a Bill to make provision for this could not be introduced until the next session of Parliament. At the same time Mr WothcriU (engineer surveyor) intimated that ho would be unable to renew the certificate for tho steamer until all necessary repairs to her hull and boiler had bneii effected. The board decided To empower a. committee to expend any sum necessary to keep the Matau going. On May 20, 1898, the chairman (Mr M'Neil) was authorised to pro-

ceed to Wellington on the opening of the Parliamentary session with a view to securing the passage of a Bill to enable the board to borrow sufficient money to procure a new vessel. The measure, which was duly passed, enabled the board to borrow on April 28, 1899, the sum of £5500.

The contract for the construction of the steamer was let to Messrs M'Gregor and Co., of Dunedin, and by May, 1901, progress payments had been made to that firm to the amount of £2900, while there was a balance of £2700 still to be paid.

The new steamer, which was named the Clyde, arrived at Balclutha early in November, 1901. She was authorised to carry 266 passengers. On F ebruary 22, 1901, the board decided to raise a loan of £5200 under tho provisions of the Clutha River Board Empowering Act, bearing interest at the rate of 4 per cent., and having a currency of 25 years. A sinking fund of 2 per cent, was provided for. A proposal to establish a steamer coastal service from ivaitangata, was brought before the board by Mr Robert Lee and Mr W. M. Shore on September 7, 1899. Mr Lee explained that ho was prepared to cable Home for two steamers lo conduct the service, but before ho could do so it was necessary that a survey should be made in order to ascertain the depth of water on the bar. In March, 1001. tho board decided to have a survey of the entrance to the river made provideo that the cost of survey and charting did not exceed £l5O. Mr Leslie Reynolds, C.E., Dunedin, offered to do the work for the sum mentioned.

Early in 1902 lenders were invited for the purchase of the Matau, but only the winch was disposed of at first, the offers for the vessel and the remainder of the machinery being considered too low. A few months afterwards steps were taken to dismantle tho vessel, and she was eventually towed to Clydevale Upper station and sunk in the line of a groyne which was to bo erected there. On January 19, 1906, Captain Butler reported that the Clyde had met with an accident, having been blown upon rocks above Clydevale Ferry. Tie records do not show to what extent the vessel was damaged, but at a subsequent meeting the board decided to vote £lO to the captain and crew in recognition of their exertions in repairing her. For some time the hoard devoted more or less' attention to the question of securing a suitable oil launch for the river trade, and on July 21, 1008, it decided to accept a tender of £1865 by Messrs Knewstnbb Bros., Port Chalmers, for the construction of a launch. The launch was duly constructed, but as she failed to come up to requirements at her trials she was never taken over by the board. Towards the end of 1907, in response to representations from tho Ivaitangata Borough Council, the New Zealand Coal and Oil Company and the Tautukn Sawmilling Company tho board decided to undertake the erection of a wharf 16ft by 18ft at Ivaitangata, and the work was completed early in the following year. At the end of ‘duly, 1908, the board came to the decision that as the service was quite inadequate to cope with the increasing traffic tho members of Parliament for Clutha, Bruce, and Tuapeka be approached with a view to putting tho -whole matter before the Government with the object of obtaining a grant of £SOOO to enable the board to secure another steamer. On November 24, 1908, however, it was decided to apply to the Government for a loan of £SOOO under the Local Bodies Loans Act, or, failing that, for a guaranteed loan. This application was nob entertained by the Government, and tho board then set” up a committee to ascertain the best means of raising the necessary loan for tho purchase of a vessel. Ou July 29, 1910, the tender of Messrs John M'Gregor and Co., Dunedin, for the construction of a new steamer was accepted. The steamer, whidh was named the Clutha, was completed in the first half of 1911, and tho trial trip, which was held on July 5, proved satisfactory except that the vessel did not comply with tho contract as regards speed. The hoard was also dissatisfied regarding tho draught of the vessel. A week later, however, it decided to take delivery of the Clutha under certain conditions, which were agreed to by the contractors.

Up till mil the finances of the board were in a sound and satisfactory condition, but in that year there was an unfortunate accident. One of the steamers, by bumping against a rock or something of the kind, sank in the river. In the following year the other steamer met with a similar accident. These two accidents cost the board over £3OOO, and it became necessary in 1915 to get the Government of the day to authorise an increase in the overdraft from the statutory limit of about £3OOO to £SOOO. Before the expiry of 1921, however, there was a serious accident, which crippled the board. The boiler of the steamer engaged on the freight traffic burst, one man being killed and two others seriously injured. The repairs and renewals involved an expense of some £52 30, on which the Government paid pound for pound up to £ISOO. There was also a loss of earning power for 12 months off and on. It was necessary to get an extension of the overdraft limit to £7OOO in order to meet that expenditure. While the repairs to the boiler were being carried out structural alterations to the boat were considered necessary, and these were effected. The shoaling of the river through not only mining, blit also the natural process of denudation, accelerated by the clearing away of vegetation on the hack country by burning and rabbits had made the vessels of 20 years ago useless. Steps were therefore taken to lighten the vessel s draught at a cost of £2OOO. After consultation it was agreed that the best plan was to. abolish tho trustees and let the accumulated sinking fund of about £s2oj go to the permanent reduction of the bank overdraft, as provided for and limited in “The Local Bodies’ Finance Act, 1921. That was provided for in a Bill which was laid before Parliament last year. The Hon. D. T. Fleming, speaking on it in the Upper House, said the board s endowments produced £I3OO annually, and this sum, setting aside a substantial sinkin"- fund would provide adequate security for a loan of £13,000. A loan, however, of £IO,OOO would meet the indebtedness of the board, which amounted to £BOOO, and it was proposed to carry out a ccitain amount of dredging of the river that was necessary, the Government having promised a subsidy of £ for £ for the Improvement of the navigation. Mr Smith, the first chairman of the board, held office from June 30, 1877, till August 25, 1884, when he declined nomination for a further term. Mr Thomas Brydono was then elected to the position, which he held until January -8, ISBS, when he was succeeded by Mr Smith. Mr Wm. Dallas held tho position from March 20, 1889, till November 10, 1(S91, when he resigned, and was succeeded by Mr George Thomson. Since then the following have hold the position -_Mr Wm. Dallas, elected in 1804; Mr John MT'orley, 1800; Mr John M’Neil, 180 S; Mr James 11. Mitchell, 1899; Mr Daniel Stewart, 1901; Mr J C Anderson, 1905; 31 r J. B. Mitchell, 1908; Mr J. M. Bcgg 1910), Mr D. T. Fleming (1912). Mr I. MTnerney (1914 J, Mr J. C. Anderson (1915), Mr J. R. Mitchell (1917), Mr 1 • MTmcmiov (1918)- Mr J. €. Anderson was again appointed chairman m 1910, and he bad held the position over since. The present members of the board are Messrs J. G. Anderson, Jas. Allan, A. G. Leary, Henry Morrison, and Joseph Moslov. After the death of Mr Fleming Mr A. S Browne was appointed secretary, and held office until 1909, when be resigned. and Mr Jas. .Stewart, was appointed to the position. Mr Stewart resigned on March 3, 1916. and Mr D. T. Fleming, who had retired from the board, was appointed to succeed him.

Tho original Ghitlia, River Trustees were Messrs Thos. Brydone, J. W. Thomson, and Wm. Dallas.” Mr Brydone resigned in 1906. and his place was. taken by Mr D. Stewart, and Mr Thomson retired in 1907, being succeeded by the Hon. D. 9'. Fleming. Mr Dallas and Mr Stewart resigned in 1921, and the vacancies thus created were filled by Messrs J. Christie and R. R. Grigor respectively.