66-439: Inclines (red) and narrow gauge tracks (blue) The Piha Tramway was from 1906 to 1921 a 3-foot (910 mm) bush tramway in New Zealand , the steepest sections of which were operated on inclines by steam-powered cable winches. During the deforestation of the kauri forests in the Piha region, the logs had to be taken over a distance of eight kilometres (5.0 miles) to the sawmill in Karekare, New Zealand , and
132-434: A decline in passenger, freight and train miles run but also led to an increase in profitability. In the 1917 Annual Report, a record 5.3% return on investment was made. The war did take its toll on railway services, with dining cars being removed from passenger trains in 1917, replaced by less labour-intensive refreshment rooms at railway stations along the way. As a result, the "scramble for pie and tea at Taihape " became
198-597: A new railway station and head office in Wellington were approved, along with the electrification of the Johnsonville Line (then still part of the North Island Main Trunk). The Wellington railway station and Tawa flat deviation were both completed in 1937. As part of attempts by NZR to win back passengers from private motor vehicles, the same year the first 56-foot carriages were introduced. Garnet Mackley
264-457: A part of New Zealand folklore. Non-essential rail services were curtailed as more staff took part in the war effort, and railway workshops were converted for producing military equipment, on top of their existing maintenance and construction work. The war soon affected the supply of coal to the railways. Although hostilities ended in 1918, the coal shortage carried on into 1919 as first miners strikes and then an influenza epidemic cut supplies. As
330-567: A population of 362 to each mile of railway already made. 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 government's standard rail gauge of 1,067 mm ( 3 ft 6 in ) and connected with the government railway lines. The Act had the effect of authorising the Wellington and Manawatu Railway Company to build
396-492: A report known as the "Fay Raven Report" which gave qualified approval to Coates' programme. The reports only significant change was the proposal of a Cook Strait train ferry service between Wellington and Picton, to link the two systems up. Coates went on to become Prime Minister in 1925, an office he held until 1928 when he was defeated at the general election of that year . While the Westfield and Tawa Flat deviations proceeded,
462-399: A result, non-essential services remained in effect until the end of 1919. Shortages of spare parts and materials led to severe inflation, and repairs on locomotives being deferred. Similar coal-saving timetable cuts occurred at the end of the next war in 1945 and 1946. In 1920 the 3,000-mile (4,800 km) milestone of open railway lines was reached and 15 million passengers were carried by
528-504: A sawmill and a steam-powered forest railway. The wood was brought from the Piha Valley up to the steam-operated sawmill by a 1:4.5 (22%) steep incline and then to Karekare Beach by a 1:2.5 (40%) steep incline over a total distance of about 8 kilometres (5.0 miles). Over time, the forest railway was extended northwards to bring tribes from the nearby Anawhata Valley to Piha. Later, an approximately 8 km (5.0 mi) long narrow-gauge line
594-616: A secondary place altogether, and probably will be torn up, and we shall have motor traffic taking their place .” Section 12 of that Act allowed for government borrowing and Section 19 required local councils to provide half the cost of road improvements. By setting in place a system of subsidy from ratepayers and taxpayers, whilst requiring railways to make a 3¾% profit (at that rate, interest amounted to over 22% of total earnings), Coates ensured his prophecy came true, as railways gradually became uneconomic. He also encouraged publicity for rail travel. The following year, Gordon Coates became
660-545: The English Electric built DE class , were introduced in 1951. The locomotives gave good service but were not powerful or numerous enough to seriously displace steam traction. In 1954, the New Zealand railway network reached its zenith in terms of distance with 5,600 km (3,500 mi), 60% of it on gradients between 1 in 100 and 1 in 200 and 33% steeper than 1 in 100. The EW class electric locomotives introduced for
726-606: The Kinleith Branch , bush tramways were converted to heavy rail and incorporated into the New Zealand Government Railways network. In modern parlance, both urban trams and bush tramways are known as light rail . Although legally defined as a railway, the Dun Mountain Railway was the first industrial tramway in New Zealand, opening in 1862. The line used horses to haul mineral wagons from Dun Mountain
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#1733084635820792-634: The Leyland experimental petrol railcar and a fleet of Model T Ford railbuses , the Sentinel-Cammell steam railcar and from 1926 the Clayton steam railcar and successful Edison battery-electric railcar . 10 years later in 1936 the Leyland diesel railbus was introduced, but the first truly successful railcar class to enter service began operating that year, the Wairarapa railcar specially designed to operate over
858-621: The Liberal Government of Premier Richard Seddon appointed Alfred Cadman as the first Minister of Railways . The Minister appointed a General Manager for the railways, keeping the operation under tight political control. Apart from four periods of government-appointed commissions (1889–1894, 1924–1928, 1931–1936 and 1953–1957), this system remained in place until the department was corporatised in 1982. In 1895, patronage had reached 3.9M passengers per annum and 2.048M tonnes. NZR produced its first New Zealand-built steam locomotive in 1889;
924-503: The Long Depression , which led to great financial constraint on the department. As a result, the central government passed legislation to allow for the construction of more private railways. A Commission, ordered by Hall, had in 1880 reviewed 85 proposed and partly-constructed railway lines in the colony, and it proposed postponing 21 projects and recommended against proceeding with 29 others. The Commissioners were especially critical of
990-622: The Lyttelton Line in Christchurch, completed in 1929, at the same voltage and current. This again saw English Electric supply locomotives, the EC class . Gordon Coates , on 24 October 1922, as Minister of Public Works, in introducing his Main Highways Act , said, “ I say the day will come when it will be found that through the use of motor transport certain railways in New Zealand will be relegated to
1056-754: The Rimutaka Incline . This class followed the building of the Red Terror (an inspection car on a Leyland Cub chassis) for the General Manager in 1933. More classes followed over the years, primarily to operate regional services. Following the success of the Wairarapa railcar class, in 1938 the Standard class railcars were introduced. A further improvement to passenger transport came in July that year, with electric services on
1122-566: The Second World War , the New Zealand Forestry Service banned steam locomotives in native bush, and there was a rush to replace steam locomotives with diesel or petrol alternatives. This New Zealand rail-related article is a stub . You can help Misplaced Pages by expanding it . New Zealand Railways Department The New Zealand Railways Department , NZR or NZGR (New Zealand Government Railways) and often known as
1188-511: The South Island , mainly consisting of the 630 km (390 mi) Main South Line from the port of Lyttelton to Bluff. The Railways Department was formed in 1880 during the premiership of Sir John Hall . That year, the private Port Chalmers Railway Company Limited was acquired by the department and new workshops at Addington opened. Ironically, the first few years of NZR were marked by
1254-635: The W class built in the Addington Railway Workshops . Along with opening new lines, NZR began acquiring a number of the private railways which had built railway lines around the country. It acquired the Waimea Plains Railway Company in 1886. At the same time, a protracted legal battle began with the New Zealand Midland Railway Company , which was only resolved in 1898. The partially completed Midland line
1320-1212: The Waiau Branch and Waiau Ferry in Canterbury . By the 1920s NZR was noticing a considerable downturn in rail passenger traffic on many lines due to increasing ownership of private cars, and from 1923 it began to co-ordinate rail passenger services with private bus services. The New Zealand Railways Road Services branch was formed to operate bus services. In 1911 tenders for bookstalls were being advertised for 33 main stations - Auckland , Frankton Junction , Rotorua . Paeroa , Taumarunui , Ohakune , Taihape , Marton , Feilding , Palmerston North , Levin , Wellington Thorndon and Lambton , Masterton , Woodville , Dannevirke . Waipukurau . Hastings , Napier , New Plymouth , Stratford , Hāwera , Aramoho , Whanganui , Nelson , Christchurch , Ashburton , Timaru , Oamaru , Dunedin , Milton , Gore , and Invercargill . By 1912, patronage had reached 13.4M passengers per annum (a 242% increase since 1895) and 5.9M tonnes of freight (a 188% increase since 1895). In 1913, damages of £15 were awarded against New Zealand Railways to S. J. Gibbons by
1386-740: The Wairarapa and Wellington. This led to the closure of the Rimutaka Incline and its unique Fell railway system. Because steam locomotives could not be operated through the new tunnel, the Wairarapa Line was the first to be fully "dieselised". Amid many protests, the isolated Nelson Section was closed, although future Nelson Railway Proposals resurfaced from 1957. The RM class "88 seater" or "Fiats" also began entering service from 1955. The railcars were designed to take over provincial inter-city routes but proved to be mechanically unreliable. Despite large orders for diesel-electric locomotives, NZR
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#17330846358201452-535: The Wellington - Auckland express was derailed due to a bridge collapse north of Tangiwai due to a lahar from a volcanic eruption, in what became known as the Tangiwai disaster . The following year NZR introduced the dual-cab D class in 1954, the first main-line diesel-electric locomotives in service. They proved to be unsuccessful in service and the original order of 31 was cancelled, and D class locomotives, also built by English Electric , ordered instead. While
1518-661: The Wellington-Manawatu Line . In 1877 the first American locomotives were purchased; the NZR K class (1877) from Rogers , followed by the NZR T class of 1879 from Baldwin . The most important construction project for NZR at this time was the central section of the North Island Main Trunk . Starting from Te Awamutu on 15 April 1885, the section—including the famous Raurimu Spiral —was not completed for another 23 years. The economy gradually improved and in 1895
1584-502: The "Railways", was a government department charged with owning and maintaining New Zealand's railway infrastructure and operating the railway system . The Department was created in 1880 and was corporatised on 1 April 1982 into the New Zealand Railways Corporation . Originally, railway construction and operation took place under the auspices of the former provincial governments and some private railways, before all of
1650-514: The D class proved more successful than the D class, steam remained the dominant form of traction. This led to the introduction of the D class in 1955, the largest fleet of diesel-electric locomotives NZR ever introduced. The D class, more than any other class, displaced steam locomotives from the North Island . On 3 November of the same year the 8.798 kilometres (5.467 mi) long Rimutaka Tunnel opened, greatly reducing transit times between
1716-755: The Government Railways Board. Another Act of Parliament, the Government Railways Amendment Act 1931 was passed. The Railways Board was independent of the Government of the day and answered to the Minister of Finance . During this period the Prime Minister George Forbes was also Minister of Railways, and Minister of Finance was former Minister of Railways Gordon Coates . The Railways Board was chaired by Herbert Harry Sterling,
1782-677: The Johnsonville Line starting with the introduction of the DM/D English Electric Multiple Units . Three new locomotive classes appeared in 1939: the K class , K class and the J class . The K was a further development of the K class, while the J class was primarily for lighter trackage in the South Island. The numerically smaller K class were allocated to the Midland line , where they dominated traffic. This led to
1848-627: The Milson deviation and Rimutaka Tunnel projects remained stalled. The onset of the Great Depression from late 1929 saw these projects scaled back or abandoned. The Westfield deviation was completed in 1930 and the Tawa deviation proceeded at a snail's pace. A number of new lines under construction were casualties, including the Rotorua-Taupo line, approved in July 1928 but abandoned almost a year later due to
1914-576: The Minister of Railways. Coates was an ambitious politician who had an almost "religious zeal" for his portfolio. During the summer of 1923, he spent the entire parliamentary recess inspecting the department's operations. The following year, he put forward a "Programme of Improvements and New Works'". Coates scheme proposed spending £8 million over 8 years. This was later expanded to £10 million over 10 years. The programme included: An independent commission, led by Sir Sam Fay and Sir Vincent Raven produced
1980-709: The North Island and Blenheim in the South Island, as part of the " Rail Air " service. In 1950, Straits Air Freight Express (later known as SAFE Air) took over the contract from the RNZAF. The service was discontinued in the early 1980s. The General Manager of NZR, Frank Aickin , was an advocate for electrifying the entire North Island Main Trunk to alleviate the shortage of coal and the cost of importing diesel fuel; though he also recognised that steam and diesel traction would be required on other lines. NZR's first diesel-electric locomotives,
2046-622: The Supreme Court in a precedent-setting case; for damages to a car that hit a train at a level crossing: see Cliff Road railway station . The outbreak of World War I in 1914 had a significant impact on the Railways Department. That year the A class appeared, and the following year the first A class locomotives were introduced. This class went on to become the most numerous locomotive class in New Zealand history, with several examples surviving into preservation. The war itself led to
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2112-436: The Wellington electric system. They were the second class of electric locomotive to be used on this section of electrification. They were the most powerful locomotives on the system till the D class arrived in 1972. Aicken went as far as negotiating a tentative contract for the construction of electrification and locomotives for it, but fell out with the Government in late 1951 and resigned. His successor, H.C. Lusty, terminated
2178-479: The coining of the phrase "KB country" to describe the area, made famous by the National Film Unit 's documentary of the same title. As with the first world war, the Second World War had a significant impact on railways. The war created major labour shortages across the economy generally, and while considered "essential industry", railways were no exception. A large number of NZR employees signed up to fight in
2244-666: The colony's existing railways' inability to generate sufficient income to pay the interest on the loans that had funded their construction: The extent to which this fatal mistake has been made may be in some degree realized by a comparison of the relations between railways and population in this and other countries. In Great Britain the amount of population to each mile of railway is 1,961; in the United States, 580; in New South Wales, 1,108; in Victoria, 924; while in New Zealand we have only
2310-453: The completion of the Midland Line in the South Island . The tunnel included the first section of railway electrification in New Zealand and its first electric locomotives, the original E class . The section was electrified at 1,500 V DC, due to the steep grade in the tunnel, and included its own hydro-electric power station. The second section to be electrified by the department was
2376-510: The contract and entered into an agreement with General Motors for the supply of 40 EMD G12 model locomotives, designated by NZR as the D class . The first of these locomotives entered service in September 1955, with all of this initial order running by September 1957. On Christmas Eve 1953, the worst disaster in NZR's history, and one of the worst in New Zealand's history occurred. 151 people died when
2442-466: The department. An acute housing shortage following the war led to the creation of Railways Department's Housing Scheme in 1922. The first of the now-iconic railway houses were prefabricated in a factory in Frankton for NZR staff. This scheme was shut down in 1929 as it was considered improper for a government department to compete with private builders. The Otira Tunnel was completed in 1923, heralding
2508-592: The depression. An exception was the Stratford–Okahukura Line , finished in 1933. However, there was criticism that maintenance was being neglected. In the Liberals last year of office in 1912, 140 miles (230 km) of line had been relaid, but that was reduced to 118 in 1913, 104 in 1914, 81 in 1924 and 68 in 1925, during the Reform Government 's years. Once again, growing traffic requirements led to
2574-493: The following year Parliament passed the Transport Licensing Act 1931 . The Act regulated the carriage of goods and entrenched the monopoly the department had on land transport. It set a minimum distance road transport operators could transport goods at 30 miles (48 km) before they had to be licensed. The Act was repealed in 1982. Alongside these changes, in 1931 the Railways Department was briefly restructured into
2640-415: The forest enterprise and the forest railway were nationalized. The railway was then purchased by New Zealand Government Railways , which needed wood for its own purposes. The timber shipment ended when only a few kauri trees remained and the hills were affected by the effects of logging. The forest railway was abandoned in 1921 and its remains left to decay. A small Bagnall steam locomotive called Sandfly
2706-532: The former General Manager, and had 10 members from around the country. The Board stopped building on the Dargaville branch , Gisborne line, Main South Line, Nelson Section, Okaihau to Rangiahua line and Westport-Inangahua line . For that it was criticised by Bob Semple , the new Minister of Public Works, in a speech in 1935 and abolished by the First Labour Government in 1936. In 1933 plans for
Piha Tramway - Misplaced Pages Continue
2772-494: The incline was already one mile (1.6 km) long and supposedly the steepest railway line in the world at that time. On this part of the route, a rope had to be hung from the winch on the back of the wagon, before it went down the steep section, to reduce its downward speed. When the sawmill was built in the Karekare Bush, the machines had also to be transported by the incline, which proved to be extremely difficult. All parts of
2838-466: The introduction of a new type of locomotive, the ill-fated G class Garratt locomotives in 1928. Three of the locomotives were introduced for operation on the North Island Main Trunk. They were not well suited to New Zealand conditions: they had overly complex valve gear , were too hot for crews manning them and too powerful for the wagons they were hauling. The failure of this class lead to
2904-463: The introduction of the K class in 1932. Tough economic conditions and increasing competition from road transport led to calls for regulation of the land transport sector. In 1931 it was claimed half a million tons of freight had been lost to road transport. That year, the department carried 7.2 million passengers per year, down from 14.2 million in 1923. In 1930 a Royal Commission on Railways recommended that land transport should be "co-ordinated" and
2970-631: The most powerful locomotive at the time. Gold rushes led to the construction of the Thames Branch , opening in 1898. In 1906 the Dunedin railway station was completed, architect George Troup . A. L. Beattie became Chief Mechanical Officer in April 1900. Beattie designed the famous A class , the Q class (the first "Pacific" type locomotive in the world), and many other locomotive classes. NZR's first bus operation began on 1 October 1907, between Culverden on
3036-463: The plant had to be transported with the forest tramway, which had a gradient of 1:1 (45°) in several places. Transporting a 10-tonne boiler along the line was no easy task, and it testifies to the persistence and ingenuity of the New Zealand bushman that in December 1910, apart from a minor derailment, the boiler could be brought to the site without a major breakdown, a task that took several days. In 1915
3102-492: The port of Nelson. "Bush tram" was first used to describe the horse-drawn tramway from Greymouth to the banks of the Taramakau River , which opened in 1867. Bush tramways initially made use of horses and in some cases log haulers ( stationary steam engines pulling wagons by chain or rope) alongside tramway tracks for motive power. As tramways grew longer, steam locomotives were used, usually geared locomotives . Following
3168-577: The provincial operations came under the central Public Works Department . The role of operating the rail network was subsequently separated from that of the network's construction. From 1895 to 1993 there was a responsible Minister, the Minister of Railways . He was often also the Minister of Public Works. Apart from four brief experiments with independent boards, NZR remained under direct ministerial control for most of its history. Originally, New Zealand's railways were constructed by provincial governments and private firms. The largest provincial operation
3234-537: The railway line along the Tasman Sea was of primitive quality. It crossed soft sandy beaches just a few metres above sea level and made its way along rocky outcrops and often past steep cliffs. Along the cliffs, where there was no natural route for the line, holes were drilled in the rock, in which the railway sleepers were fastened. Both the construction and the operation were affected by the notorious west coast weather: storms, torrential rain, wind and sand blowing across
3300-564: The sawn timber had to be transported from there for another eight kilometres (5.0 miles) along the coast to Whatipu , where it could be loaded onto ships. Before the railway was built, the wood was dragged by oxen or horses on the beach at low tide to Whatipu. Around 1906, Dr Raynor, a Canadian-born dentist working in Auckland, participated in William Stokes' timber extraction company, which had come into financial difficulties. Together they built
3366-638: The then ECMT, the Taneatua Branch , was also completed. Centralised Traffic Control (CTC) was installed from Taumaranui to Auckland at the same time. In 1946 the last class of steam locomotives built by NZR was introduced, the J class . Due to coal shortages the K , J , K , J classes of steam locomotives were converted from coal to oil burning. Following the war, NZR contracted the Royal New Zealand Air Force from 1947 to ship inter-island freight across Cook's Strait between Paraparaumu in
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#17330846358203432-444: The tracks. The crossing of Karekare Beach itself proved difficult. The sand was hard in some areas and soft in others. Some up to 5 m (16 ft) high, primitive trestle bridges were built where the cliffs were interrupted at estuaries or bays. A tunnel was built, of which the clearance outline was so narrow that the chimney of the steam locomotive had to be tilted into a horizontal position to allow it to pass. In December 1910,
3498-515: The various provincial railways. Since the Public Works Department was charged with constructing new railway lines (among other public works) the day to day railway operations were transferred into a new government department on the recommendation of a parliamentary select committee. At the time 1,828 kilometres (1,136 miles) of railway lines were open for traffic, 546 km (339 mi) in the North Island and 1,283 km (797 mi) in
3564-657: The war. For the first time, the Department employed significant numbers of women to meet the shortages. The war created serious coal shortages as imported coal was no longer available. Despite this, NZR had record revenues in 1940. Despite the war and associated labour and material shortages, new railway construction continued. In 1942 the Gisborne Line was finally opened, followed by the Main North Line between Picton and Christchurch being completed in 1945. The final section of
3630-702: Was appointed General Manager in 1933, and worked hard to improve the standard and range of services provided by the Department. This included a number of steps to make passenger trains faster, more efficient and cheaper to run. In the early 20th century, NZR had begun investigating railcar technology to provide passenger services on regional routes and rural branch lines where carriage trains were not economic and "mixed" trains (passenger carriages attached to freight trains) were undesirably slow. However, due to New Zealand's rugged terrain overseas technology could not simply be directly introduced. A number of experimental railcars and railbuses were developed. From 1925 these included
3696-545: Was built in the south, following the route of another previously built forest railway. It led from Karekare along the Tasman Sea to Whatipu, where a new jetty had been built at the entrance to Manukau Harbour on the side protected by Paratuate Island. For the narrow-gauge railway with a gauge of 3 feet (0.91 metres), steel rails with a weight of 7 to 14 kg/m (14 to 28 lbs/yd) were laid on 125 mm × 50 mm (4.9 in × 2.0 in) wooden sleepers. Most of
3762-579: Was exempted from the Transport Licensing Act, effectively opening the sector up to competition. The introduction of GMV Aramoana in 1962 heralded the start of inter-island ferry services run by NZR. The service was very successful, leading to criticism, when the Wellington–Lyttelton overnight ferry was withdrawn, that NZR was competing unfairly with private operators. Before the Aramoana
3828-480: Was introduced, NZR could not compete for inter-island freight business, and the rail networks of both the North and South Islands were not well integrated. To send goods between the islands, freight had to be unloaded from wagons onto a ship on one island, unloaded at the other and then loaded back into wagons to resume its journey by rail. The introduction of a roll-on roll-off train ferry changed that. Wagons were rolled onto
3894-401: Was not handed over to NZR until 1900. By that time, 3,200 km (2,000 mi) of railway lines were open for traffic. The acquisition in 1908 of the Wellington and Manawatu Railway Company and its railway line marked the completion of the North Island Main Trunk from Wellington to Auckland. A new locomotive class, the X class , was introduced in 1909 for traffic on the line. The X class was
3960-471: Was opened to service a new pulp and paper mill at its terminus. NZR's first single-purpose log trains, called "express loggers", began to operate on this branch. The Kinleith Branch was shortly followed in 1957 by the 57 kilometres (35 mi) long Murupara Branch , which was opened running through the Bay of Plenty 's Kaingaroa Forest . The branch is the last major branch line to open in New Zealand to date. The line
4026-446: Was primarily built to service the Tasman Pulp and Paper Mill in Kawerau , with several loading points along its length. The line's success led to several Taupo Railway Proposals being put forward, with extensions of the branch being mooted at various times. In 1960 the second Christchurch railway station , at Moorhouse Avenue, was opened. The station was closed in 1990, with a new station being built at Addington. In 1961, livestock
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#17330846358204092-437: Was shipped to Wellington in 1897 and six years later awarded to the New Zealand Railways Maintenance Branch for use in the Pencarrow quarry, Wellington , and purchased by the Maintenance Branch in 1906. It was used between Piha and Whatipu in 1914, and five years later it returned to the Newmarket workshops to carry out shunting work. It was lent to a sawmill near Rotorua in 1921 and finally taken out of operation in 1926. It
4158-418: Was still building steam locomotives until 1956, when the last steam locomotive built by NZR, J 1274, was completed at Hillside Workshops , Dunedin . The locomotive is now preserved in Dunedin near the railway station. During the 1950s New Zealand industry was diversifying, particularly into the timber industry. On 6 October 1952 the Kinleith Branch , formerly part of the Taupo Totara Timber Company Railway ,
4224-408: Was the Canterbury Provincial Railways , which opened the first public railway at Ferrymead on 1 December 1863. During The Vogel Era of the late 1860s to the 1870s, railway construction by central government expanded greatly, from just 80 kilometres (50 miles) in 1869 to 1,900 kilometres (1,200 miles) in 1880. Following the abolition of the provinces in 1877, the Public Works Department took over
4290-453: Was then exhibited in the workshops of Ōtāhuhu . Bush tramway In New Zealand railway terminology , a bush tramway is an industrial tramway , most commonly used for logging. They are distinguished from urban trams as bush tramways were predominantly for freight, usually logging in the bush, and not for passengers, and were often built in parts of the countryside that were otherwise inaccessible to transport. In some cases, such as
4356-433: Was used on the line from the lower end of the funicular near Karekare to the quay near Whatipu, originally used by a flaxmill in the Makerua Swamp in the Manawatu. Another steam locomotive was delivered in 1914 in individual parts and assembled at the jetty for use on the Piha Tramway. The A 62 locomotive was built by Dubs in 1873 (manufacturer No. 656/73) and put into service in Christchurch and Timaru in January 1875. It
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