Wellington and Manawatu Railway Company

From Wikipedia, the free encyclopedia

The Wellington and Manawatu Railway Company (WMR or W&MR) was a private railway company that operated a line between Thorndon in Wellington, the capital of New Zealand, and Longburn, near Palmerston North in the Manawatu. Its successful operation in private ownership, from 1881 to 1908, was unusual for early railways in New Zealand.

Contents

[edit] History

At the time of the company's founding in 1881, the government had already constructed a railway linking Palmerston North and Foxton, the Foxton Branch, and had completed surveys of lines down the west coast to Wellington. The government of Sir George Grey had approved the construction of the line, which was included in the Public Works Estimates of 27 August 1878. The final details of the survey were completed, and the first workers were hired for the construction of the line on 21 August 1879. A short section of the line, from Wellington to Wadestown, was partially constructed. However, Sir George Grey's government was defeated at the general election of September 1879, and left office in October 1879. The government of Sir John Hall took office and Hall had the line removed from the Public Works Estimates. He then created a Royal Commission to review the government's public works program, with a view to reduce government expenditure. The Commission reviewed the Wellington - Manawatu Line in March 1880, and concluded that work should be abandoned.[1]

[edit] Company formation

Backed by the Wellington Chamber of Commerce, a group of prominent Wellington businessmen decided instead to form a company to fund the railway's construction. They did so on 15 February 1881, issuing 100,000 shares at ₤5 each. By May 1881, 43,000 shares had been sold, including a substantial package to Maori land owners in the Manawatu, who exchanged land along the proposed route for shares in the company.[1] At the same time, the company negotiated with the government, and agreed in a contract signed in May 1881 to purchase the land, formation and materials used for building the line so far. The government made certain undertakings for the company's profitability, and made substantial grants of Crown land to prevent land speculation, and make the railway a viable entity. The contract also included a clause for the government to purchase the company at some stage in the future at a "fair value", something that was later to prove contentious.[1] In August 1881, the Railways Construction and Land Act was passed, allowing joint-stock companies to build and run private railways, as long as they were built to the governments' standard rail gauge (an international narrow gauge) of 1,067 mm (3 foot 6 inch), and connected with the governments' railway lines. The Act had the effect of authorising the WMR's operations. [1]

Construction on the line commenced again on 25 September 1882. Track laying was completed on 27 October 1886, with the first train running on 3 November of that year.[1]

[edit] Operations

The WMR was relatively successful, and generated a considerable amount of revenue for its owners. Its land holdings proved to be a major revenue stream for the company; as sections of the lines opened, the land value around it increased and thus the WMR profited from its own operations.

The railway's operations were advanced by standards of the time, having comfortable carriages, dining cars, electric lighting, and telephone communication between stations. In comparison, the government-operated network did not introduce dining cars until 1902.

[edit] Dissolution

The WMR was bought by the government in 1908 and integrated into the New Zealand Railways Department.

[edit] The line

Main article: Wellington - Manawatu Line

The WMR line ran for about 134 kilometres (83 miles). From Thorndon it wound up through the hills to Johnsonville; now the route of the Johnsonville Branch. The line then proceeded to Tawa, roughly along the line of the State Highway 1 motorway. This section was subsequently bypassed by the Tawa Flat deviation in the 1930s. From Tawa to Longburn the North Island Main Trunk line generally follows its route, through Porirua, Paekakariki, Paraparaumu, Otaki, and Shannon. The decision to pass through Shannon meant that the line joined the existing Palmerston North - Foxton line in the middle, at Longburn, rather than at Foxton — the routing was strongly debated, and was chosen as being more direct. A number of new towns were established along the route, notably Plimmerton, named after company director and "Father of Wellington" John Plimmer, and Levin, named after William Hort Levin, a director of the company.

[edit] Motive power

No. 7 while in service for the WMR. It later became NZR V 451.
No. 7 while in service for the WMR. It later became NZR V 451.

The WMR operated 22 locomotives in revenue service, of which 20 were acquired by the government. The WMR classified its locomotives by number without class distinction; if a locomotive was withdrawn from WMR service, its number was re-used when a new locomotive was introduced. When the WMR was acquired by the government, some locomotives joined existing classes (N and V), while others had new class designations established for them.

No. 10 became particularly famous when, on 20 July 1892, it hit 64.4 mph (103.6 km/h) hauling a test train along the level stretch of line between Levin and Shannon, at the time the world speed record for the 1,067 mm gauge. The locomotive was withdrawn in 1928 and dumped in the Waimakariri River to help stabilise the riverbank, and its final resting place is a mystery.

The WMR also owned other locomotives, used for construction and maintenance. These included a former member of the New Zealand Railways Department P class of 1876. Known as Weka, it was used by the WMR from 1882 until 1898, when it was sold to the Manawatu County Council for use on its Sanson Tramway.

[edit] Surviving relics

Despite the WMR's short history and its disappearance long before the railway preservation movement began, a number of relics have survived. Of the locomotives, only No. 9 (later NZR N 453) is known to exist, the remains of which were recovered in 2003 by the Wellington and Manawatu Railway Trust and is under active restoration at Steam Incorporated, Paekakariki. Sister locomotive No. 10 is believed to have been dumped complete along the Midland Line, but has yet to be discovered. Railway archaeologist Tony Batchelor believes he may have found No. 7 (later NZR V 451) in Southland, but this has yet to be proven. A number of items of rolling stock survive, including four passenger carriages - 43ft car No. 35 (NZR A 1113), belonging to MOTAT; 50ft cars No. 42 (NZR A 1120), stored at the Bush Tramway Club at Rotowaro, and No. 48 (NZR A 1126) and No. 52 (NZR A 1130), both owned by the NZR&LS and stored at the Silver Stream Railway, with No. 48 under active restoration. No bogie wagons are thought to exist, but seven L class 4-wheel wagons survive - one owned by the Wellington and Manawatu Railway Trust, one at the Ferrymead Railway, one in a private collection in Masterton and three owned by SteamRail Wanganui, in poor condition.

Infrastructure remains include the Johnsonville Branch, a stone plaque on the eastern abutment of the bridge across Hutt Rd in Wellington, the foundations of the Belmont Viaduct near Johnsonville, most of the NIMT north of Tawa, the railway station at Shannon, the former Te Horo station, the station now at the Tokomaru Steam Museum and the Forest Lakes rail bridge. A memorial at Otaihanga on the NIMT commemorates the driving of the WMR's last spike.

[edit] References

  1. ^ a b c d e Ken R Cassells (1994). Uncommon Carrier. NZRLS. 

West of the Tararuas: An Illustrated History of the Wellington and Manawatu Railway Co by Douglas Hoy (1972, Southern Press, Wellington)

[edit] External links