# The Story of Christchurch, New Zealand/Chapter 20

Chapter XX.
The water powers of Canterbury—The visit of T.R.H. the Duke and Duchess of York—Electric tramways—Greater Christchurch—High pressure water-supply.
A great meeting was held in the newly-built Canterbury Hall on January 28, 1901, to promote a proposal to “harness the Waimakariri” as a source of power and light. In an earlier chapter it has been told how in the sixties that river was looked upon as a turbulent and dangerous neighbour, endeavouring to usurp the channel of the Avon for the invasion of Christchurch. Since then the name Waimakariri had changed its significance to Christchurch ears, and hike that “blessed word Mesopetamia,” brought visions of hope and brightness. There was something very attractive in the idea of procuring an unceasing supply of power, heat and light direct from one of Nature's power houses.
The main difficulty—and it applied to all the snow rivers of Canterbury—was the travelling shingle which threatened to descend like an avalanche and swamp any dam and head works which might be constructed. The Christchurch City Council set up a committee to collect information, and unsuccessfully endeavoured to engage a Swiss engineer, Colonel Turretini, to come out and advise. It was said that at the great electrical works at Geneva, the travelling shingle problem also existed, and had been overcome. In the year 1902, the City Council promoted a Bill to enable it to obtain power from the gorge of the Waimakariri, but for reasons which need not be related, it was not proceeded with. ​In November, 1902, the Prime Minister, the Right Hon. R. J. Seddon, announced in Christchurch that the Government proposed to take the utilization of the water powers of the Dominion into its own hands. Already there was some doubt whether the Waimakariri was the best source of power available, and Lake Coleridge was being suggested as a better alternative. For some years nothing was done, but in 1910, the Ward Government passed an Act entitled Aids to Water Power Works Act, and brought down a proposal to construct a number of water-power stations in different parts of the Dominion, and Lake Coleridge was selected as the pioneer work to be undertaken. The reasons for the selection were that Lake Coleridge, from its size and altitude, provided a magnificent natural reservoir, and that by means of a tunnel only three-quarters of a mile long, a fall of about 500 feet could be secured, and the water, having done its work, could be turned into the Rakaia River. By this plan, the dangers of travelling shingle, and the difficult construction of dam and intake would all be avoided. The work has since been completed, and the Government is now supplying the City Council with current to be converted into power and light.
Again in April, 1901, special circumstances influenced the choice of a Mayor for the year. Christchurch was to be honoured by a visit from the Duke and Duchess of York—the future King and Queen of England—and it was recognised that the city should be represented by a Chief Magistrate who could be depended on to do the honours of the occasion with credit to the city. The choice fell on Mr. A. E. G. Rhodes, whose family had been settled in Canterbury even before the arrival of the pilgrims.
Their Royal Highnesses, the Duke and Duchess of York, with a numerous and brilliant retinue, arrived at Lyttelton on Saturday, June 22, and at once proceeded ​to Christchurch, where His Royal Highness held a levee in the Provincial Council Chambers, and afterwards laid the foundation stone of the Jubilee Memorial, as before mentioned, and in the evening attended a reception given by the Mayor at Canterbury Hall.
The Royal party stayed at Mr. Rhodes’ house, “Te Koraha,” which had been placed at their disposal, and on Monday attended a review of about 11,000 volunteers and cadets at Hagley Park. Saturday had been a wet day, with sou’west squalls, but on Monday the review was held under ideal circumstances, a bright, sunny winter day, with a clear view of the mountains, and a hint of frost still in the air. That afternoon a large reception again took place at Canterbury Hall, when a number of citizens had the honour of presentation to their Royal Highnesses. The Royal party left next morning for Dunedin.
It probably was in consequence of my work as Chairman of the Jubilee Memorial Committee that I was asked to come forward as a candidate for the Mayoralty of Christchurch, in 1902. In May of that year I was returned unopposed, and was soon engaged in work in connection with the inauguration of a municipal system of electric tramways, the most urgent project before the City Council at the time. Three privately owned tramway systems were operating in and around Christchurch. Steam motors were used to some extent, but most of the cars were horse-drawn. Various attempts had been made to get the local bodies concerned to take joint action in buying out the companies and electrifying the lines, but progress in that direction had been slow. No fewer than eleven bodies had authority within the tram way area, namely, the Christchurch City Council, the Sydenham, St. Albans, Linwood, Woolston, New Brighton and Sumner Borough Councils, and the Heathcote, Riccarton, Spreydon and Avon Road Boards, and there was the further complication that the Road Boards ​named formed portions of the Selwyn County Council. The plan generally suggested was that the tramway system should be controlled by the Christchurch City Council, but local jealousies and suspicions were strong, Similar difficulties had recently been experienced amongst the local bodies of Auckland, with the result that private enterprise was given an opportunity to construct the electric tramways in that city, and to secure a long lease of the service. The contractors were the British Electric Traction Co., Mr. P. M. Hansen being the New Zealand representative.
Mr. Hansen was anxious to secure a similar concession in Christchurch, and visited this city for the purpose, and submitted an offer, which appeared favourable by comparison with the Auckland agreement.
I, as Mayor, convened a meeting of representatives of the various bodies concerned to meet Mr. Hansen. This meeting took place on May 30, and at it was laid the foundation of the present tramway system. After Mr. Hansen had addressed the meeting, he retired, and during the discussion that followed, Mr. Loughnan made a suggestion, which he and I had previously discussed, that a Tramway Area should be created by Act of Parliament, and be administered by a Tramway Board. The constitution of such an authority was a very necessary step even if Mr. Hansen’s proposal was to be accepted, a point on which the conference made no definite pronouncement.
Mr. Loughnan’s suggestion was cordially agreed to, and a sub-committee set up consisting of the Mayors of Christchurch, St. Albans and Sumner, together with Councillors Loughnan and Gray, with instructions to prepare a set of draft proposals,
The sub-committee lost no time, and a week later, June 6, presented their report to a second conference. The report was a considered scheme, an outline of the ​proposed Act, and was cordially received by the conference and passed with trifling amendment.
A Bill was prepared on the lines agreed to, and the “Christchurch District Tramways Act, 1902,” was passed by Parliament. It is unnecessary to refer again to Mr. Hansen’s proposal; public opinion, which at one time had shown some disposition to regard it favourably, veered round as soon as it was realised that the new Act would provide a strong body capable of initiating and controlling a municipal service, and by the time the Board was elected, Mr. Hansen’s proposal found no supporters.
The election of a Tramway Board under the Act took place on January 22, 1903, when the following were elected:—
| W. Reece | Representing Christchurch, Sydenham, and St. Albans. |
| H. F. Wigram | Representing Christchurch, Sydenham, and St. Albans. |
| G. G. Stead | Representing Christchurch, Sydenham, and St. Albans. |
| A. W Beaven | Representing Christchurch, Sydenham, and St. Albans. |
H. Pearce, Linwood sub-district. :
* G. Scott, Woolston, Sumner and Heathcote. ||
* A. B. Morgan, New Brighton and Avon. ||
* F. Waymouth, Riccarton, Spreydon and Halswell. ||
W. Reece H. FL Wigram Representing Christchurch, G. G. Stead r Sydenham and St. Albans. A. W. Beaven | H, Pearee, Linwood sub-district. G. Scott, Woolston, Sumner and Heathcote. A. B. Morgan, New Brighton and Avon. F. Waymouth, Riecarton, Spreydon and Halswell.
And at the first meeting, on January 29, Mr. W. Reece was elected Chairman.
The Board was very fortunate in its choice of officers. Mr. F. Thompson, who is still Secretary and General Manager, was appointed in February to the former position. In the same month, Mr. F. H. Chamberlain was appointed Engineer to the Board. Mr. Chamberlain, an American electrical engineer of great experience, had just completed some important tramway installations in Australia, and was about to return to America, when the appointment was offered to, and accepted by him. Mr. Loughnan was appointed Solicitor to the Board.
Then followed a period of strenuous work; first in coming to an agreement with the existing tramway ​proprietors on the valuation of their property and plant; then in the purchase of a site for the Power House, and defining the lay-out of the tramway system, also pre paring detailed plans and specifications for the first contract for construction. This contract, involving an amount of approximately a quarter of a million sterling, was undertaken and carried out by a local syndicate.
Mr. Reece continued as Chairman of the Board till June, 1907, and then after having piloted the undertaking through its first difficulties, resigned the Chairmanship, but for some years afterwards continued his membership of the Board. Successive Chairmen have been Mr. A. W. Beaven, Mr. H. Pearce, Mr. G. T. Booth and Mr. J. A. Flesher.
The advent of the Electric Tramway system has made a great difference to the citizens of Christchurch, enabling them to live at a distance from the city, where they can avoid crowding and enjoy the pleasures of gardens; but the most striking alteration that has taken place is in the growth of hill suburbs at Cashmere, and round Sumner, to the great advantage of the health of the people.
The following statistics are taken from the Tramway Board’s report for year ending March 31, 1915:—
| Capital Expenditure to close of year | Capital Expenditure to close of year | Capital Expenditure to close of year | Capital Expenditure to close of year | . . . £676,232 | . . . £676,232 | . . . £676,232 |
| Revenue Account— | Revenue Account— | Revenue Account— | Revenue Account— | £ | s. | d. |
| Gross earnings | . . . | . . . | . . . | 142,941 | 1 | 0 |
| Rates from Special Area | Rates from Special Area | . . . | . . . | 2,933 | 7 | 0 |
| | | | | £145,874 | 8 | 0 |
| Expenditure— | Expenditure— | Expenditure— | Expenditure— | £ | s. | d. |
| Operating Expenses | Operating Expenses | . . . | . . . | 78,072 | 10 | 6 |
| Interest . . . | . . . | . . . | . . . | 26,924 | 19 | 4 |
| Sinking Fund | . . . | . . . | . . . | 2,833 | 7 | 0 |
| Reserve Funds | . . . | . . . | . . . | 28,037 | 10 | 6 |
| Nett Surplus | . . . | . . . | . . . | 9,986 | 0 | 8 |
| | | | | £145,874 | 8 | 0 |
| Total route miles (loops excluded) . . . . . . | . . . 63 |
| Population served by Tramways . . . | 86,000 |
| Total number of passengers carried during this year . . . . . . . . . . . . | 16,828,269 |
The successful solution of the tramway difficulty by the constitution of a Tramway Area and a Tramway Board encouraged the hope that the time might be ripe for the amalgamation of the four Boroughs, which really comprised the city of Christchurch. The desirableness of such a union was hardly open to question. The city was, at the time, building a destructor for the disposal of refuse, and was arranging to use surplus power from that source for the generation of electric current. It was also building abattoirs for the city meat supply, and had in contemplation the provision of a high-pressure water supply for household and fire prevention purposes. These advantages, it was obvious, ought to be shared by the adjoining boroughs, which, except in name, were really parts of the city.
The City Council proceeded on similar lines to those which had proved successful at the tramway conference. It set up a special committee, under the chairmanship of Councillor C. D. Morris, to investigate the subject, and to prepare a definite proposition. In addition to the services of the Town Clerk, Mr. H. R. Smith, whose wide knowledge and sound judgment were of inestimable value, an outside accountant of high standing was engaged, and requested to analyse the figures and report upon the financial effect of incorporating the boroughs of Sydenham, St. Albans and Linwood in the city of Christchurch. The investigation undertaken was very thorough. Comparative tables were drawn up, showing the rateable values of the separate boroughs, the net liabilities (after deducting sinking funds), and the value of assets. Some of these assets, such as the river bank reserves, and the city squares, were not interest bearing, while others, the destructor and the abattoirs, for example, called for special treatment, as they would ​be used by the incoming boroughs, although they had been provided by the city. Loans raised in connection with these works had to be made a charge upon Greater Christchurch as a whole. The next step was to prepare an estimate showing how amalgamation would affect the rates of each borough. It is not necessary to present the details here, but the estimate showed that the smaller boroughs, Linwood and St. Albans, with their smaller rating values, would derive most benefit financially. Sydenham would gain slightly, and the central ward would have to make good the difference. So much for the financial aspect, which, though important, cannot be made a very interesting subject.
The wider issue was well expressed by Mr. R. M. Macdonald, one of the City Councillors. The question, he said, was not one that should be discussed in terms of sixty-fourths of a penny in the pound. That this view was generally accepted was shown by the voting of the city ratepayers when the poll was taken, The central ward was at a disadvantage from a purely cash standpoint, but it approved of amalgamation almost unanimously. The ideal of a united city appealed to the people, who wanted to see Christchurch thrive and grow. Many citizens had interests both in the city and boroughs. They had their homes in the suburbs, and their places of business in the central area. An important factor in the movement was a desire that Christchurch should rank as the second largest city in the Dominion, a position to which her population entitled her. But the strongest argument for amalgamation was to be found in the fact that it would mean increased efficiency in civic administration. A united Christchurch could afford to employ a skilled staff, it could obtain improved plant, and it could face boldly the problems that were confronting the citizens in connection with water supply, sanitation, municipal markets, the provision of road metal, the municipalisation of lighting, and many other matters.
​The effort of all concerned in the preparations for amalgamation was to devise a scheme that would be practical in operation, and free, as far as possible, from suspicion of unfairness. The experience of more than a decade seems to justify a claim that the work done then was sound.
The plan, as finally submitted and carried, was that existing loans for purposes of general utility, such as the destructor and the abattoir, were to be made chargeable on the whole of the Greater Christchurch; the other existing loans to remain charges upon the districts which had raised them, each borough to become a ward in the city. Representation in the City Council was to be arranged as nearly as possible in accordance with population, the central ward to elect six councillors, Sydenham four and St. Albans and Linwood two each.
The poll was taken under the Municipal Corporations Act, which allowed adjoining boroughs to amalgamate after obtaining the assent of the ratepayers by ballot. The voting took place in Christchurch, St. Albans and Linwood on January 22, 1903, and in Sydenham on February 4 following. The result was a declaration in favour of the united city by a great majority, the details being as follows:—
| | | For | Against | Majority for |
| Christchurch | . . . | 1,208 | 72 | 1,136 |
| St. Albans | . . . | 436 | 238 | 198 |
| Linwood | . . . | 590 | 145 | 445 |
| Sydenham | . . . | 939 | 421 | 518 |
| | | 3,173 | 876 | 2,297 |
The result was officially announced, and in due course the union of the four boroughs was gazetted.
There still remained one step to secure finally the terms of union, namely an Act to transfer the liability ol the special service loans from the central ward to the whole city, and a few months later the City of Christchurch Special Leans Enabling Act was passed by ​Parliament. The amalgamation took effect as from April 1, 1903, when the population of the city rose at a stroke from 17,538 to 42,286, made up as follows:—
| Central Ward | . . . | . . . | 17,538 |
| Sydenham Ward | . . . | . . . | 11,404 |
| St. Albans Ward | . . . | . . . | 6,607 |
| Linwood Ward | . . . | . . . | 6,737 |
| | | | 42,286 |
The election of Mayor and Councillors of the enlarged city tools place in April, 1903, when I had the honour of being re-elected to the former position. One of the first proceedings of the new Council was to re-name the Belts, which had ceased to be boundaries. The names of Canterbury’s four Superintendents were used for the purpose. The East Belt became FitzGerald Avenue—called after the first Superintendent; the South Belt, on which the Railway Station is situated, was named Moorhouse Avenue, to perpetuate the memory of Mr. Moorhouse, to whose enterprise the railway owed so much; the North Belt, on which Mr. Bealey formerly owned property, became Bealey Avenue; and on the west, Antigua Street, the boundary of the city on that side, was rechristened Rolleston Avenue, after the last of the Superintendents. The latter was a particularly happy choice as it is on Rolleston Avenue that the Museum and part of Canterbury College stands, two institutions in which Mr. Rolleston had been keenly interested. It was in Rolleston Avenue, in front of the Museum, that a few years after wards the statue of the late Superintendent was erected.
The re-naming of the Belts is typical of much of the early work of the first Greater Christchurch Council. The old boundaries had been swept away, and the boroughs, each with its separate staff, required re-organisation under one control—useful consolidating work, but not of interest to the general reader. But if the expectations of those who had worked and voted for Greater Christchurch were to be fulfilled, a beginning had to be ​made with the wider programme of municipal administration.
Everything pointed to a High-pressure Water Supply as the first essential to be undertaken. It was urgently required for the sanitation of the city as a preliminary to making it compulsory for every house to connect with the sewer. It was just as essential for fire prevention purposes, as I shall show presently. It was obviously desirable on economic grounds. The owner of each new house built at that time had to provide his private water supply; to do so he had to sink an artesian well, connect it with a hydraulic ram or windmill, and provide storage tanks. Not only was the first expense very heavy, but the multiplicity of wells was causing a great wastage of water, and the pressure of the artesian supply was being steadily reduced.
The City Council adopted the plans prepared by its engineer, and submitted them to the ratepayers, asking authority to borrow £100,000. The proposal was negatived by a large majority (February 5, 1904), many of the ratepayers having spent considerable sums in securing a private water supply, and objected to being rated for the general scheme.
Some years later (June 26, 1907) another loan poll was taken, and this time it was carried. The two plans were identical in principle, in each case there was to be a pumping station at the foot of Colombo Street, the supply being first stratum artesian water. In each ease there was to be a reservoir on the Cashmere Hills, from which a main trunk pipe line was to he led into the city viâ Colombo Street. The second proposal only differed in the amount asked for, as the growing city needed wider reticulation. The installation was completed on June 21, 1909, when the pumping machinery was set in notion for the first time.
I said just now that I should be able to show that a high-pressure water supply was essential for ​fire prevention purposes. At the time the first proposal was being mooted, the late Mr. E. Smith, the very efficient Superintendent of the Christchurch Fire Brigade, was constantly warning the city of the danger of a great conflagration, and the inability of the Fire Brigade, without a proper water supply, to cope with it. I was so impressed with what he told me, that I asked him to put it on record. I still have his letter, dated December 11, 1903. In it Mr. Smith named eleven large business firms whose premises it would be difficult to protect in case of a serious outbreak. They were all at some distance from the river, and dependent for protection on small tanks, which would soon be pumped dry. The letter could not be published without injury to the firms named, but the general warning was made public. In the five years and six mouths that elapsed between the writing of that letter and the initiation of the high-pressure supply, six of those eleven establishments were wholly or partly destroyed by fire. A seventh had a narrow escape, the adjoining premises being burnt. In one great fire, the Cashel Street fire, of February 6, 1908, which originated in one of the buildings described as dangerous, the loss to the under writers amounted to £229,132, apart from private losses for property uninsured. Another fire in one of the buildings named, the Kaiapoi Woollen Factory, in Cashel Street, on November 13, 1907, cost the insurance companies £41,000.
Up to the present time the water supply has met all requirements, although the demand per capita has exceeded the anticipation. Christchurch people, it is found, use more water per head than almost any other similar community; the explanation may be that Christchurch is a garden city, or that its dwellers are of specially cleanly habits.