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89-491: Julius Vogel, the premier and colonial treasurer, appreciated that settlement was confined to coastal lands because of inadequate transport, and ("before Lord Keynes was born") propounded a "grand go-ahead policy" to dispel the slump with increased government expenditure on contracts so increasing the community's purchasing power. The country had under fifty miles (80 km) of railway in three gauges, and Vogel proposed to borrow £10 million in ten years, with six million acres along

178-631: A broad gauge area prevented them from sending their coal either to Cardiff (via Stormy) or Blackmill via the Ely Valley Extension Railway . They therefore decided to build a new port at Porthcawl as the old tidal dock was unsatisfactory. They obtained the co-operation of the Llynfi company and jointly obtained the Llynvi and Ogmore Railways Act in June 1864. This included the new dock, to be run jointly by

267-523: A change in logo and colours. As of 2013 the bank employed over 5,000 people in New Zealand. In 2020, BNZ announced the closure of 38 branches over the following seven months as a result of the economic effects of the COVID-19 pandemic in New Zealand . As of June 2022, BNZ is the second largest bank operating in New Zealand, with a market share of 19.1%. For retail customers, Bank of New Zealand offers

356-442: A church, or council chambers. John Brogden and Sons John Brogden and Sons was a firm of Railway Contractors, Iron and Coal Miners and Iron Smelters operating, initially as a general contractor, from roughly 1828 until its bankruptcy in 1880. The business started in the 1820s when John Brogden (1798–1869) moved from his father's farm near Clitheroe to set up in business in the rapidly expanding Manchester (not yet

445-653: A city). In 1828 he appears in the Manchester Directory in Every Street, Ancoats as a farmer, in 1829 at the same address as a horse-dealer. In 1832 he successfully tendered for a contract with the local council (the Bororeeve) to undertake the cleansing and watering of Manchester. Around this time he obtained a similar contract in London. In 1843, as a partner of Joseph Whitworth (later Sir Joseph), he contracted to sweep

534-654: A cost of £5,000 per mile (1.6 km). Another £1 million would be needed for other proposals, and 1,030,000 hectares of land would be acquired. His proposals got both positive and negative comments in newspapers. Vogel's proposals of 1870 were embodied in three acts passed in September 1870; The Immigration and Public Works Act, the Railways Act, and the Immigration and Public Works Loan Act. Vogel went to England where he borrowed £1 or £2 million at 5%; and arranged contracts with

623-592: A director of the South Eastern Railway Company and John Brogden junior obtained contracts from that company for the North Kent Railway in November 1846 and February 1847. The Manchester, South Junction and Altrincham Railway received its Act of Parliament in 1849. It had two sections: from London Road Station to Knott Mill and the second from there to Altrincham . Brogdens had the contract for

712-542: A height limit of 11 + 1 ⁄ 2  ft (3.5 m) led to expensive lowering of track in tunnels or "daylighting" them to accommodate intermodal containers on flat wagons in the 20th century. Charles Rous-Marten writing in the English Railway Magazine in 1899, described the decision to use a narrow gauge in New Zealand as a grevious and irrepairable blunder . But some 1000 miles (1604 km) of railways had been opened within seven years, and in 1878

801-407: A moderate speed so of low capital cost and constructing the maximum length of line with the available capital. This contrasted with elaborate British and European railways serving densely populated regions. The lines could be improved in accordance with traffic demands. He sought authority to borrow £6 million of the £7.5 million needed to build 2,400 to 2,600 km of railway in the next ten years at

890-1055: A range of products and services that include savings and investments, home loans, credit cards, personal loans, insurance and international and migrant banking. Customers are able to bank using telephone banking, internet banking or by visiting one of 180 branches around New Zealand. Business banking at Bank of New Zealand has been branded BNZ Partners and provides a full range of banking services for small, medium and large businesses. Services include transactional bank accounts, investments, loans and finance, card and payment, insurance and international banking services for businesses dealing with exports, imports and foreign exchange. Bank of New Zealand’s business banking division provides banking staff with specialist knowledge of various industry sectors consisting of agribusiness , medical, professional, property, not-for-profit, franchising and iwi. Bank of New Zealand’s institutional banking division provides wholesale banking services for large corporate, financial institutions and government entities. These cover

979-512: A reorganisation under the new minister James Macandrew . Vogel (from 1875 Sir Julius Vogel) resigned as premier in 1876, being replaced by Harry Atkinson , and became agent-general in London. Vogel was colonial treasurer in 1869–72, 1872, 1872–75, 1876 and 1884; and was premier 1873-75 and 1876 (governments changed frequently in the 19th-century before the development of political parties). The public debt had increased from £7.8 million in 1870 to £18.6 million in 1876. The cost of railways per mile

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1068-517: A result, the holders opted for the lesser evil of voluntary liquidation. The merger of 1871–2 proved to be disastrous for the Brogdens as they forfeited effective control over their Welsh enterprises, and expanded their exposure to iron, at a time when the south Wales wrought iron trade was about to enter a period of terminal decline. Brogdens had other difficulties. They owned the Bwllfa Colliery in

1157-488: A separate New Zealand Railways Department (NZR) was established to run the railways. Eventually the worldwide Long Depression of the late 1870s affected New Zealand, with a downturn in 1879, with bad harvests and low prices for wheat and wool. The City of Glasgow Bank collapse in 1878 took out New Zealand and Australian investment capital, as advances had been made against Australian and New Zealand wool consignments and securities e.g. land company stock. Local banks, notably

1246-446: A substantial stake in that railway but their precise involvement is not clear. For this railway the Act of Parliament was passed in 1864 and the railway was opened in 1869 (goods only) and 1870 (goods and passengers). James Brunlees, previously noted, was the engineer. It was a failure in the long run because the cast iron viaduct could not withstand the ice-floes which were a regular feature of

1335-528: A very large demand for compensation or an expensive appeal. The merger of the two companies quickly followed. Although the Brogden family were the main shareholders in the new company and Alexander Brogden was the chairman, the family, for the first time, relinquished control over their fortunes as the new company had a large number of 'vocal' shareholders in the Manchester and Southport areas who closely monitored

1424-706: A wide range of sectors, including primary industries; manufacturing and retailing; energy; utilities; telecommunications and infrastructure; property; local government; health; and education. In December 2010, BNZ was appointed as lead arranger for the newly formed Auckland Council’s $ 600 million syndicated bank loan facility. In June 2010, BNZ was awarded the contract to provide the Auckland Council with comprehensive transactional services and over-the counter services. Main management and administration functions for Bank of New Zealand are located in Wellington and Auckland and

1513-774: Is a former entity, now owned by NAB. The Bank of New Zealand was formed as a private company and incorporated by the New Zealand Bank Act 1861, which created the company and authorises it to issue banknotes. The Bank of New Zealand's first office opened in Auckland in October 1861, followed shortly afterwards by the first branch in Dunedin in December 1861. In 1862, branches opened in Wellington , Christchurch , and London . The bank gained

1602-445: Is likely that Brooks sold or leased this land to Brogden at a favourable rate and Brogden built these houses on it. In turn the houses helped to justify the station and launch Brooklands as a place to live. Nearby Brogden built Raglan House, Raglan Road to be their new home. In short, an alliance between Brooks and Brogden. Brogden was joined in his business by his four eldest sons: John , Alexander , Henry and James as they reached

1691-501: Is that: Early passenger carriages were English style 4 or 6 wheel carriages . Some 6 wheel carriages had rigid centre axles and some with play in the outer axles. But neither were satisfactory in New Zealand, and in 1878 the first North American style bogie carriages from America proved to be much more suitable. So the Addington Workshops constructed similar carriages, and 73 12.2-metre (40 ft) carriages were in use on

1780-632: The Aberdare Valley (see above) and since the beginning of 1870 had supplied coal weekly to the Metropolitan Railway at favourable prices. A draft contract had been initialled by Alexander but never formally completed and Alexander decided to cease deliveries without notice. The Metropolitan held that the draft contract was valid and had been breached. A case was tried at the Surrey Spring Assizes (1873), The Court of Common Pleas and

1869-635: The Bank of New Zealand and the Colonial Bank of New Zealand , were "reckless" and permitted "a frenzy of private borrowing". The Hall government of 1880 cut back on railway construction; resulting in Wellington businessmen establishing the successful Wellington and Manawatu Railway Company which built the West Coast Railway from Wellington to the Manawatu. In the five years to 1885, only 317 miles were added to

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1958-581: The Garth land, sank the Garth pit and erected coke-ovens, which they worked until the depression in 1877 forced their closure. Richards (1982) says (re Garth Colliery, 1864), "J. Brogden & Sons bought Garth Fach and Cwmdu Canol Farms and sank this pit in 1865. The sinking operations were supervised by James Barrow, who was later President of the South Wales Institute of Engineers . He was also mineral agent to

2047-630: The House of Lords (1877), each of which held for the Metropolitan. This case is an important precedent in the law of contract. The Mont Cenis Pass Railway between France and Italy was promoted and construction overseen by a partnership consisting of Alexander Brogden, The Duke of Sutherland , Sir James Hudson , Thomas Brassey , The Duke of Vallombrosa, Lord Abinger , Sir Robert Dallas, Edward Blount, Jervoise Smith, Thomas Crampton , W B Buddicom, J B Fell , and James Brunlees . Fell and Brunlees were

2136-637: The Lancaster and Carlisle Railway was considering it. In 1847, a group led by Brogden and his three eldest sons began to promote a rail link between Ulverston and Carnforth , on the Lancaster–Carlisle line and they eventually obtained the Ulverston and Lancaster Railway Act ( Royal Assent on 24 July 1851). The directors were: John (sen.) John (jun.) Alexander, Henry, James Garstang (Alexander's father-in-law) and Joseph (later Sir Joseph) Paxton . The line

2225-551: The Margam Estate . In 1867 there was an explosion but no-one was hurt. It resulted in the closure of the colliery for a year. About 1880 the pit was idle for another year but in 1882 it was sunk to a depth of 250 yards, 3 seams being worked. In addition there were 60 coke ovens producing 1,000 tons of coke weekly. It was after the sinking of Oakwood and Garth Pits that the village of Garth developed. Garth Pit closed in 1930 when it employed 616 men.". The Brogdens also worked

2314-579: The NZR T class of 1879 and the NZR N class and NZR O class of 1885. Baldwin also supplied most of the WMR locomotives. The P class and V class locomotives ordered from Nasmyth Wilson of England in 1885 were delayed and overweight "for reasons still not entirely clear", and the Baldwin-built N and O locomotives were delivered promptly and to the specified weight, creating a favourable impression. A later comment

2403-616: The Ogmore valley, first at the top of the valley but in 1865 they sank the Wyndham pit and opened the Tynewydd level. They worked both of these until 1872 when a new joint stock company was formed. In July 1863 they obtained an Act for the Ogmore Valley Railway of which Alexander became the chairman. This was a standard-gauge railway from Nantymoel at the head of the valley to a junction with

2492-478: The 1866 recession in copper-mining in Cornwall and bitter disputes between farmers and farm labourers assisted the recruiters. Charles Carter (1822–1896), a member of Featherston's recruitment staff who interviewed nearly all the "Brogden navvies", had been a Chartist sympathiser and an active propagandist for improved working class conditions before emigrating to New Zealand in 1850 and the campaign worked closely with

2581-536: The 1880s refer Canterbury Lamb and dairy products soon followed see Anchor butter . In June 1894 the BNZ saved by legislation. In 1895, the BNZ took over the Colonial Bank of New Zealand , which was in crisis. At some point, the business entity known as Bank of New Zealand in Australia (BNZA) was absorbed by NAB. In 2000, there were 192 branches and 5562 staff. On 1 October 2008 the bank rebranded itself as "BNZ", with

2670-509: The 44,000 were government assisted) and the population rose from 248,000 in 1870 to 399,000 in 1876. In 1880, New Zealand had almost 1,200 miles of working railway, with more than 75% in the South Island. According to the minister ( Richard Oliver ) this was one mile of railway for every 406 inhabitants, which compared favourably with America (580 people), Britain (1,961 people), France (2,900 people) and New South Wales (1,108 people). That year,

2759-542: The British firm of John Brogden and Sons . While the Fox-Vogel government collapsed in 1872 because of the loss of powers by the provinces, by 1873 Vogel was back. But Vogel's proposals for reserves of land as security for railway loans and for forestry were not accepted. Resistance by the provincial governments resulted in their abolition in 1876 (although Vogel had originally been a "provincialist"). A new Public Works Department

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2848-542: The Brogden screw steamer SS John Brogden . By 1868 all lines were dual gauge so the essential motivation for the dock was no longer present. It is not entirely clear why they built the Ogmore Valley as a standard gauge railway in a broad gauge area, forcing the decision to build a dock at considerable expense. It may have been unavoidable owing to the Gauge Act of 1846. If so then perhaps it would have been cheaper to build

2937-623: The FR legally could not do this, two of their directors made a loan of £50,000 in their personal capacities. The line was opened on 26 August 1857. Gross expenditure was over £410,000. Brogdens were struggling financially and in 1858 approached the Furness for another loan but declined to accept the stringent conditions demanded. Finally in 1862 Brogdens sold the U&;L to the existing Furness Railway having made little or no direct profit. This railway link however

3026-467: The Furness Railway itself and a draft agreement was made between Burlington and John Brogden senior but the F.R. directors refused to ratify it. Thus Burlington's fellow directors saved him and his family from losing a great prize and prevented the Brogdens from gaining it. However, as the expensive work proceeded Brogdens ran short of money and had to ask the Furness Railway for financial assistance. As

3115-540: The Hurunui-Bluff section by 1886. Most were "composites" with 1st and 2nd class compartments and clerestory roofs . Carriages were now mostly American-style open "saloon" cars rather than British style carriages with small compartments and a side corridor. From the 1890s turtle-back style roofs were used. Early wagons were of 2.6 m (8 ft 6 in) wheelbase with four wheels, but in 1886 9.14 m (30 ft 0 in) wheelbase bogie wagons were introduced. In

3204-633: The Kent and Leven were designed and built by W & J Galloway & Sons of Manchester. Brunlees had already completed a similar project and went on to achieve great eminence. He worked again with Brogdens on: the Solway Junction Railway , the Mont Cenis Pass Railway and New Zealand railways. He worked again with the Galloways on Southport Pier. In 1851 Brogdens had been poised to take over

3293-635: The Llynvi Valley Railway ( Broad gauge ) at Tondu. They also gained power to lay a third rail along the Llynvi Valley line from Tondu to Porthcawl . The Bwllfa Dare No. 1 Pit was opened in 1856 by E Lewis and worked by the Byllfa Colliery Co. Ltd., then Brogdens and then the Bwllfa and Merthyr Dare Steam Coal Collieries Ltd. There seem to have been two Bwllfa and Merthyr Dare companies. The first

3382-702: The Mont Cenis Concessionary Company which had been formed earlier to negotiate concessions from the two governments. Towards the end of 1870 the New Zealand Government, dominated by Sir Julius Vogel , the Colonial Treasurer and soon to be Prime Minister, authorised the colony's first major railway construction programme as part of his great Public Works policy . Vogel travelled to London to negotiate loans and concluded an agreement with Brogdens to construct railways and provide plant to

3471-481: The Provinces was carried in October 1875 and implemented a year later. However, in the interim it was very difficult for Brogdens to get clear prompt decisions. Brogdens got less work than they had hoped and it became available more slowly than expected. Communications between UK and New Zealand were obviously slow so it was difficult to know how many men to send at any given time. Sometimes Brogdens could not find work for

3560-647: The Rangitata River (with two bridges ). The 1870 Act specified a uniform rail gauge for the country; although the act just specified that the rail gauge was not to exceed 3 ft 6 in ( 1,067 mm ), the Cape gauge as used at that time in Canada and Norway was chosen, as recommended by Charles Fox and Sons of London. Lines were constructed with lightweight track, steep gradients, tight curves and light wooden bridges. The 40 lb/yd (19.8 kg/m) iron rails

3649-525: The age of majority. His youngest son, George was never involved as he was too young. In the late 1840s the Brogdens became interested in iron ore mining in the Furness area of North Lancashire (now Cumbria). In 1846 John senior became a shareholder of the Furness Railway . They took ore-mining territory at Stainton in the estate of the Earl of Burlington and were developing mines there by December 1850. In 1850

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3738-518: The bank operates a nationwide network of 180 retail stores and business centres (branded as Partner Centres). Bank of New Zealand became the first bank in New Zealand to become carbon neutral. The achievement was announced in September 2010 after a three-year initiative to reduce emissions through greater energy and vehicle efficiency, encouraging changed behaviour by employees at work and at home and through offsetting of unavoidable emissions by purchasing quality carbon credits. The most visible aspect of

3827-606: The banking account of the New Zealand Government from the Union Bank of Australia , and became an agent to raise debt in the United Kingdom for the government. In the 1860s and 1870s capital was brought into New Zealand by the government and others. There was plenty of employment, development moved quickly and very good prospects brought property prices to high values. In the 1880s prices of staple products fell very low,

3916-511: The bridges for the Ulverston and Lancaster Railway, were key players in the development of the Bessemer process. These purchases were put under the control of James Brogden who was then at 22 the junior partner. He made good progress. In 1859 he married Helen Dunbar Milne. This marriage was unhappy and was dissolved in 1865. When the horse-drawn Dyffryn Llynvi and Porthcawl Railway was replaced by

4005-711: The contract for the new station at Hunts Bank. This was opened on New Years Day 1844 under the name Manchester Victoria station . The Liverpool and Manchester Railway started using this station in the following May. In October 1845 he obtained a contract to build the Ashton Branch of the M&;B ( Heaton Norris to Guide Bridge ). He obtained contracts with the East Lancashire Railway to build from Stubbins to Accrington in 1845 and Blackburn to Hapton in 1846 (jointly with Smith and Pearce). In 1846 Brogden became

4094-498: The cordial relationship necessary to manage the business. In December 1871 the fortunes of the Brogdens began to change when the firm made an agreement with the neighbouring Llynvi Coal and Iron Company Ltd which owned a large integrated ironworks at Maesteg, six miles (10 km) north of Tondu. As a result of the agreement, the two companies merged to form a new joint stock company, the Llynvi, Tondu and Ogmore Coal and Iron Company which

4183-563: The developing national rail network. However this plan was shelved in 1843. The Lancaster and Carlisle Railway Act was passed on 6 June 1844, establishing this as the route for the main line. Instead of Furness becoming part of the national rail strategy, it was now a backwater. It could only be connected to the main network by local efforts and these would involve crossing Morecambe Bay, with its notorious tidal quicksands. The Furness Railway directors collectively, led by Burlington, were not keen to take responsibility for this risky project although

4272-460: The engineers. Fell designed the engine/rail system for mountain use and Brunlees designed the route in accordance with Fell's design. This temporary " Fell Railway " was the first mountain railway in the world. It operated from 1868 to 1871, and was replaced by the railway through the Mont Cenis Tunnel . Although the railway was successful in technical and service terms, it is doubtful whether

4361-476: The families themselves were good. New Zealand obtained useful citizens who were very happy with their work, wages, food and social conditions. Their letters home encouraged more people to come. Many of today's New Zealanders have ancestors who were members of the families who emigrated at this time. Brogdens built part of the Northampton and Peterborough Railway, from Oundle to Peterborough. They also doubled

4450-522: The firm was dissolved, Mrs James Brogden acquired the land and she and her husband established on it the nucleus of modern Porthcawl . When John Brogden senior died in December 1869, Alexander assumed his father's position as head of the firm and came to Tondu to take control. He chose to reside in the vacant house of the co-respondent in James's divorce, despite the latter's protestations and offer to vacate Tondu House. This decision made it difficult to maintain

4539-562: The first inter-city route, complete with stylish American-built locomotives was ready to go into operation (The Main South Line , Christchurch-Dunedin-Invercargill). Many railways in Africa (e.g. South Africa) and Asia (e.g. Japan) use either the Cape gauge (1067 mm) or the meter gauge (1000 mm). Vogel had contracted John Brogden and Sons of England to construct six lines, for land as well as cash and

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4628-472: The government £10 per adult and could take promissory notes from the adult immigrants not exceeding £16 each. Brogdens hoped for great things and, under pressure from the New Zealand government began in April 1872 to ship immigrants. These immigrants, and rail workers in general in New Zealand, gained the nickname Brogdenites . In England Brogdens were offering better terms than the New Zealand government, mainly in

4717-493: The heavier plate frames used in Britain. Brereton said in his letter that: So the first American locomotives were the NZR K class (1877) with two batches from Rogers of New Jersey, ordered through New York consulting engineer Walton Evans . They were very successful despite initial Canterbury apprehension at their light construction, and hauled the first express from Christchurch to Dunedin in 1878. Further American orders from NZR were placed with Baldwin of Pennsylvania for

4806-404: The initiative came through the construction of three brand new, energy efficient buildings to house the bulk of the company’s management and administration staff. Two of these building are located in the Auckland CBD, one at Quay Park and the other at 80 Queen Street. The third was the Harbour Quays complex on the Wellington waterfront, built in 2009 and demolished in 2019 after suffering damage in

4895-464: The line as dual gauge from the start instead of building a dock. Perhaps even this was not permissible. The Llynvi Valley Railway was formed in 1861 by reopening pre-1846 lines. This is probably why it was permitted to use broad gauge. What is clear is that Brogdens sold off the Ulverston and Lancaster at about the same time as they started the Ogmore Valley Railway. The trade of the new dock grew rapidly. In 1864 only 17,000 tons of coal passed out of

4984-506: The line from Oundle to Peterborough (contracted 11 December 1845). Bank of New Zealand Bank of New Zealand ( BNZ ) is one of New Zealand's big four banks . It has been operating since October 1861, and since 1992 has been owned by National Australia Bank (NAB), retaining local governance with a New Zealand board of directors. The bank operates a variety of financial services covering retail , business, and institutional banking. The Bank of New Zealand in Australia ( BNZA )

5073-412: The men were agricultural labourers, rather than true navvies and they found local agricultural labour and working conditions more attractive than navvy work. Consequently, work was slower than expected and in 1879 the company was in dispute with the New Zealand Government over contract payments. Bankruptcy soon followed. Although this was not a happy result for Brogdens, the results for New Zealand and

5162-420: The men when they arrived. Men reneged on their promissory notes. There were disputes over working hours, wages and whether they should be paid when the weather stopped the work. Gradually the men drifted away. By August 1873, 2172 English immigrants had been brought out. They included 1299 working-age men who were contracted to work for Brogdens for two years but only 287 of them were still working for them. Most of

5251-500: The mid-1870s the loans were also used to build 4-roomed cottages, to encourage immigrants to move to areas needing labour. They were built of timber and corrugated iron, so as to be portable. There was criticism that the cottages were a waste of money, remained empty, were occupied by people unsuited to the work available, or were in the wrong places. Some of the cottages have survived, as they were built of kauri and used brass screws. The uninhabited cottages were put to other uses, such as

5340-525: The national network, compared with 1,032 miles in the previous five years. Vogel proposed narrow-gauge railways as easier to construct through the rugged landscape. The "pilot" was the 59 miles (95 km) Dunedin to Clutha Railway ; the first 10 km (6.2 mi) section opened in 1874. Priority was given to the completion of the trunk line between Christchurch and Dunedin. The gradients were not to exceed 1 in 50 (2%) and curves were not to be sharper than 200 metres (9.9 chains) radius . Construction cost

5429-444: The new NZR chief mechanical engineer Allison D. Smith believed that American locomotives would be preferable for the light track used. The London agent-general's consulting engineer, R. M. Brereton, obtained opinions from two English firms Neilson and the Vulcan Foundry : both agreed that British locomotives were "excessively rigid" and that there was "absurd conservatism" in this country. American builders used bar frames rather than

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5518-451: The new railway lines and roads set aside as security. Vogel became colonial treasurer in the Fox ministry in 1869. On 28 June 1870, he read his financial statement in Parliament, which proposed increased immigration and public works for railways and roads, with railways designed as part of a trunk line in each island. He mentioned "revenue railroads" in America constructed to suit the traffic offered; without expensive stations and suitable for

5607-537: The old outer basin but in 1871 the new inner dock shipped over 165,000 tons. In July 1873 the Great Western Railway took it over from the Llynvi and Ogmore, guaranteeing a dividend of 6%. At the end of January 1865 James Brogden acquired 32 acres (130,000 m ) of land adjoining the dock on behalf of the firm. In May 1867 he granted leases on the western side of what was to be the main street, to be called John Street in honour of his father. When Alexander later assumed control he stopped this venture. However, when

5696-414: The planned town hall in the valley should be named in his honour. By 1874 however, after a brief period of prosperity, profits slumped as the Tondu and Llynvi works faced competition from cheaper producers abroad and, more importantly, from cheap Bessemer steel. Losses accumulated until the company's debenture holders opted for voluntary liquidation in January 1878. The company would have probably survived

5785-410: The progress of the new venture. In 1873, during a major strike among the iron company workers in south Wales, Alexander Brogden acted unilaterally and settled amicably with the workforce a month before the strike eventually ended in the rest of the coalfield. In the immediate aftermath of the strike Alexander Brogden was so highly regarded by his workforce in Maesteg that, for a time, it was suggested that

5874-407: The rabbit pest cut wool production, and the government cut expenditure on public works by 75 per cent. Land fell to half its former value and was impossible to realise, many runholders and businessmen were ruined and the working classes were unable to purchase goods or pay their debts. There was no dairying or frozen meat industry . Investors withdrew their capital. The export of frozen meat began in

5963-515: The right to bring out 10,000 immigrants or "navvies". The six sections of a future national network went out from Auckland, Wellington, Napier, Picton, Oamaru and Invercargill. The first NZR loco was the English built NZR F class tank engine, which could reach 40 mph (64 km/h), and even on long steep banks could "climb like a cat". The first tender locomotives for the NZR were the English built NZR J class (1874) which could reach 50 mph (80 km/h) downhill with an express. However,

6052-455: The second largest haematite ore deposit in British history was discovered by Schneider and Co. at Park, on the Duddon shore in Furness. By 1855, in addition to Stainton, Brogdens had mines at Adgarley and Bolton Heads. Mining capacity was growing fast. This ore was sent to market via the Furness Railway and then by ship. George Stephenson had planned a West Coast main Line to cross the mouth of Morecambe Bay and this would have linked Furness with

6141-465: The second section. Samuel Brooks persuaded the company to build what we now know as Brooklands station , providing a guarantee of receipts for the first three years. He owned the land there and expected the station to help with its development. Marsland Road (the A6144) crosses the railway at this point before reaching Washway Road (A56). Just at the junction of these two roads are Brogden Grove and Brogden Terrace, with Victorian terrace houses on them. It

6230-424: The sense that they paid most of the necessary costs themselves, relying on promissory notes from the immigrants, whereas the government wanted substantial payments in advance which were hard for a working man to find. For this reason the colony's Agent-General in London, Dr. Isaac Featherston directed staff to support the Brogden programme. It was not easy to persuade men or families to leave their homeland. However

6319-468: The shareholders got any of their money back and Brogdens had invested a lot. Out of 8,678 shares issued (as of August 1866), Alexander had taken 792. By November 1867 £150,000 had been raised by shares and only £2,600 by debentures . In October 1868, shareholders funds were unchanged but debentures stood at £180,000, loans £17,500 and creditors at £65,000. It follows that Alexander's share investment, now lost, had been about £13,700, plus one share of £1,000 in

6408-594: The steam-hauled broad gauge Llynvi Valley Railway in 1861, the prospects of the Tondu and Maesteg areas improved and in 1863 Brogdens obtained a new lease of the Tywith lands in the Llynfi valley, from which they raised coal and iron in large quantities. Tywith is very close to Coegnant and later there was a court case in which Brogdens were alleged to have extended their mine into Coegnant's territory (see below). In 1864 they leased

6497-537: The streets of Manchester with Whitworth's patent machines. They undertook a similar contract in Westminster . In 1844 Brogden moved to London because the focus of his interests had moved to there. Many Brogden contracts were financed and supported by Samuel Brooks of Cunliffe, Brooks & Co. They became acquainted during early life in North Lancashire and this relationship was renewed in Manchester. Brooks

6586-457: The trade depression of the late 1870s were it not for the untimely intervention of one of the old Llynvi company's Debenture Holders, probably George Moffatt, former chairman of the Llynvi Coal and Iron Co Ltd. Moffatt decided to withdraw his large debenture holding in December 1877, a move which would have resulted in bankruptcy proceedings with disastrous consequences for the debenture holders. As

6675-474: The two companies. This covered 7 ½ acres, had 2,300 ft (700 m). wharfage, four high level loading stages and a capacity of 5,000 tons of coal per day. It cost £250,000. In July 1866 the Lynvi and Ogmore companies were amalgamated to make the Llynvi and Ogmore Railway with Alexander Brogden as chairman. When the new dock was opened on 22 July 1867 it was part of this new company. The place of honour went to

6764-436: The unions. In 1872 the company was given six rail contracts as follows: for sections of railway totalling 159 miles (256 km) at a cost of £808,000. There were considerable difficulties in the operation of the contracts and the management of the men. During the period 1870–1875, political power gradually transferred from the Provinces to the central government, partly because of the railway question. The Bill to abolish

6853-513: The value of £500,000. He also negotiated a much larger alternative contract, subject to Parliamentary approval, which would give the colony £4,000,000 of railways and 10,000 immigrants in return for transferring 3,000,000 acres (12,000 km ) of land to the contractors. James Brogden travelled to New Zealand to complete them. He left Liverpool in August 1871 and returned to England early in 1873. The diary that he kept during his journey shows that he

6942-521: The winters here. Another area of expansion was in Mid- Glamorgan in south Wales. The bulk of iron ore mined in Furness had been sent there and the Brogdens became aware that Sir Robert Price, the owner of the Glamorgan Iron and Coal Works at Tondu , was in difficulties. In December 1853 they purchased for £10,000 the leases of the land and mines that he held. In the following January they purchased

7031-472: The works itself for £35,000. In July they acquired the leases of other farms and mines previously held by Sir Robert. These purchases took place only a short time before the Bessemer process (announced 1856) began to undercut the old iron-making processes. That was bad luck but possibly they should have observed the Bessemer process more carefully before expanding the factory especially as Galloways, who supplied

7120-561: Was 'floated' in May 1872. The merger was probably inevitable as, in 1870, the Brogdens were challenged by the Llynvi company in the High Court after the former company had crossed the boundary of the latter in the Coegnant district and mined large quantities of Llynvi coal without permission. The Vice-Chancellor, Sir James Bacon , ruled in favour of the Llynvi Coal and Iron Co. and the Brogdens had to face

7209-404: Was critical to the later industrial development of Barrow-in-Furness and its locality and mining interests. It also caused silt to build up in former tidal areas, creating new agricultural land. Brogdens' decision to sell this valuable railway, with good growth prospects, suggests that they were short of cash. Alexander Brogden was chairman of the Solway Junction Railway so they clearly had

7298-511: Was engaged in very difficult and protracted negotiations. In October 1871 the New Zealand Parliament rejected the larger contract but allowed the ministry to negotiate an extension to the smaller one. The government started its own immigration programme and also made an agreement with Brogdens that Brogdens would dispatch up to 2000 able-bodied men plus wives and children to a maximum of 6,000 adults. For this privilege Brogdens had to pay

7387-743: Was estimated at £3,000 per km, compared with the Canterbury Provincial Railways which averaged £8,000 per km (excluding the £200,000 for the Lyttelton Tunnel). But while the earthworks for the Canterbury Plains were low or "mere scratching", the expense in crossing the wide Canterbury braided rivers was considerable, despite looping inland to get shorter and more stable crossing points for the Rakaia River (an 1,818-metre or 5,965-foot long combined road and rail bridge built in 1873) and

7476-512: Was founded in November 1876 to purchase the lease from Brogdens. George, the only Brogden son not to be a partner in John Brogden and Sons, was connected with this first Bwllfa-Merthyr company. It seems to have been reorganised in 1881. On 17 April 1890 a meeting was held at the pit head, attended by about 700 colliers, at which George was presented with an illuminated address and described as the proprietor. The decision to build standard gauge in

7565-462: Was later replaced with (now cheaper) 50 lb/yd (24.8 kg/m) steel rails ; and then with heavier 55 or 70 lb/yd (27.3 or 34.7 kg/m) rails in the Liberal era of 1891–1912, increasing the maximum axle load from six tonnes (5.9 long tons; 6.6 short tons) to 16 or 18 tonnes (15.7 or 17.7 long tons; 17.6 or 19.8 short tons) with 100 lb/yd (49.6 kg/m) rail. But the tight tunnels with

7654-422: Was planned by McClean and Stileman at 19 miles (31 km) in length of which 10 miles (16 km) comprised embankments and viaducts across tidal water. Much of this was sand running to a depth of 30 to 70 feet (21 m). Work on the line was not in full progress until September 1853. McClean and Stileman had resigned as engineers the previous February and were replaced by James Brunlees . The viaducts over

7743-516: Was set up in 1870, headed as minister by the Hon William Gisborne , who was replaced by John Davies Ormond in 1871. The engineer selected by Vogel was John Carruthers , a Scot who had worked on railways in Canada, America, Russia, Mauritius and Egypt. Carruthers was engineer-in-chief and was responsible for railway construction; John Blackett was responsible for road construction. Carruthers resigned in 1878 after effectively being demoted by

7832-556: Was vice-chairman of the Manchester and Leeds Railway so he was also well placed to help Brogden gain early railway contracts. In July 1838 Brogden obtained a contract on the Manchester and Birmingham and in August 1840 two more contracts jointly with Easthed. In 1842 Brogden secured contracts with the Manchester and Leeds Railway to build a viaduct between the existing station at Oldham Road and Hunts Bank. Then in March 1843 he gained

7921-411: Was £6000 not £4000, with some bridges needed rebuilding and tunnels relining. But 718 miles (1,156 km) of railway had been built with 427 miles (687 km) under construction. 2,000 miles (3,200 km) of road had been opened, and electric telegraph lines increased from 699 miles (1,125 km) in 1866 to 3,170 miles (5,100 km) in 1876. A record number of immigrants arrived in 1874 (32,000 of

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