tag:blogger.com,1999:blog-54963154882620265262024-03-19T21:48:35.303+13:00The LothiansAn Eclectic Appreciation of Things Old, Stately, Quirky or Simply of Historical InterestDon001http://www.blogger.com/profile/01616610232620567907noreply@blogger.comBlogger213125tag:blogger.com,1999:blog-5496315488262026526.post-76409435493720434022024-03-16T07:23:00.000+13:002024-03-16T07:23:19.871+13:00 The Iconic 1965 "Crown Lynn" Air New Zealand Dinnerware Set<br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTfDqMv_12Yhef6kZQUOOVc8ikPZfuA74wGFfQYr4Afs32dibDgzlhG8MDfltkx2t71UMvWJuSIytw9SEdYlQVt13Kw06YW3LtV9gtci56AfTpN3OBY5rwN0Gg2W2DWEbxmhBEnqyeRq6Ragu78A47tHPFoFUYvAmc1GCZ0akub7i947jGAza3v_J93zE/s4134/20240313_132832small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="3326" data-original-width="4134" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTfDqMv_12Yhef6kZQUOOVc8ikPZfuA74wGFfQYr4Afs32dibDgzlhG8MDfltkx2t71UMvWJuSIytw9SEdYlQVt13Kw06YW3LtV9gtci56AfTpN3OBY5rwN0Gg2W2DWEbxmhBEnqyeRq6Ragu78A47tHPFoFUYvAmc1GCZ0akub7i947jGAza3v_J93zE/s320/20240313_132832small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The original full set of "Crown Lynn" dinnerware<br />manufactured for Air New Zealand, 1965<br />[From my own collection]</td></tr></tbody></table><br /><div>This is the story of what has now become a classic New Zealand icon. In 1965, the newly re-branded Air New Zealand, which was shortly introducing new Douglas DC8 airliners on its Pacific routes, desired dinnerware for their first class services which would "<i>showcase New Zealand to the world and what the country had to offer</i>". <p style="text-align: left;">The pre-eminent New Zealand pottery firm of "Crown Lynn" based at New Lynn in West Auckland were tasked with designing and producing a set that filled this somewhat challenging brief. What they achieved is acknowledged as a triumph, now being considered a truly iconic piece of New Zealand artwork and design. </p><p style="text-align: left;">Te Papa Tongarewa, the Museum of New Zealand, describes the planning that went into the design for this set; </p><p style="text-align: left;">"<i>Jet flights were glamourous affairs and the national airline chose this design as part of their plan to showcase the best New Zealand had to offer in terms of food and wine, natural flora, and Māori culture</i>."</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCG9NpmPwNUy4o3HE-qyBvomHLfUvWafhIg2KmgFrAfIP2pMGcYwoa_TKi-Gva3cWANwe66Fvyh-BhTnle9G4mEZx2nVlGmE4TH8sADZC6I7xHgflAkx8wuRgockoVSpYzNI1Ct3oFqxXsJ_xXD_Z6S3DMuHKXer6_4IhpQLpgFUj1nInDOAlgmq_UBB8/s4134/20240313_133211small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="4134" data-original-width="4134" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCG9NpmPwNUy4o3HE-qyBvomHLfUvWafhIg2KmgFrAfIP2pMGcYwoa_TKi-Gva3cWANwe66Fvyh-BhTnle9G4mEZx2nVlGmE4TH8sADZC6I7xHgflAkx8wuRgockoVSpYzNI1Ct3oFqxXsJ_xXD_Z6S3DMuHKXer6_4IhpQLpgFUj1nInDOAlgmq_UBB8/s320/20240313_133211small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Close-up of the "Tohora" motif on the<br />Air New Zealand dinner plate.<br />[From my own collection]</td></tr></tbody></table><br /><p style="text-align: left;">The New Zealand pottery firm of "Crown Lynn" was, by 1965, already a well established manufacturer of well designed, and more importantly for an airline, lightweight crockery. Their chosen design, "Tohora", would be superimposed on an attractive turquoise glaze which in fact mimicked the primary colour used on the new DC8 airliners. The use of turquoise had in fact a long history with the airline, being used by their previous namesake, Tasman Empire Airways Limited (TEAL), and would continue to be used by Air New Zealand for the next few decades. </p>The "Tohora" motif, being a striking example of indigenous New Zealand Māori kōwhaiwhai iconography, symbolizes a 'tohora' or whale, often being be found carved on the frontage of pātaka (storehouses) and which, rather appropriately, signifies "abundance".<p style="text-align: left;">Val Monk, who has researched and written a detailed history of "Crown Lynn", notes that; "<i>The first design for this ware was gold on turquoise, but the gold wouldn't stand up to industrial dishwashers so they chose brown instead</i>". While a traditional Māori design, which individual artist was responsible for the final design and placement on the set is unfortunately not noted.</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQaacLowV7jhJ8Davn287tL27uHPw0z6a4H64tzLonySwJIiWbKMt8Qx1Jy2HmxdsWWEYxV3EhNUSKHkUn0wv7psRihF8bBbnKcx39FHRxvF00EmyRg0dvqXdVa_Ht-wQWU1xJslvkjW1nvcvSLW-zkEs_HZerLPtq3rbp9ZR2MgXtTw67gw6VeRkaIJg/s4134/1000003661small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="3086" data-original-width="4134" height="239" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQaacLowV7jhJ8Davn287tL27uHPw0z6a4H64tzLonySwJIiWbKMt8Qx1Jy2HmxdsWWEYxV3EhNUSKHkUn0wv7psRihF8bBbnKcx39FHRxvF00EmyRg0dvqXdVa_Ht-wQWU1xJslvkjW1nvcvSLW-zkEs_HZerLPtq3rbp9ZR2MgXtTw67gw6VeRkaIJg/s320/1000003661small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The Air New Zealand cup with distinctively<br />shaped handle, manufactured 1965.<br />[From my own collection]</td></tr></tbody></table><br /><p style="text-align: left;">This 10 piece dinner set comprises of the standard colour glaze dinnerware pieces for which the company was by now succesfully producing in some quantity for the New Zealand market. This included a dinner plate, side plate, cup and saucer, and dessert bowl. The cup featured a striking new design with a distinctive stylized handle. A heavier vitrified version of this same design, but in a pleasant maroon shade, would be introduced from 1971 on the New Zealand Government Railways new express services. I believe that, apart from the eye catching design, part of the reason for the reasonably wide styling of cup and the handle design is that it made stacking the cups possible and having tried this myself on another example I can confirm that this would appear to be correct. Thus another example of excellent and well thought out commercial design. In fact, a reproduction version of the cup and saucer (but with very subtle differences to the original) were made by Steiner Ceramics and sold as part of Air New Zealand's 75th anniversary celebrations in 2015, this attribution being clearly marked on the underside of each piece.</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiElhMX9q0Nhf3lQgtB3GgNSgubo1FJEGMMr-voCly7I9zlCy2DBIG7zyCtLamXsYuapf2GStX7k90x5GoodIuz9hG3XG5H4Do7y7HqbfWQ2HqkAbMOUwSiQvBXOfQZlPxA1sisvYwRXEbmc4CRu0SdEVKxsHM4_aj_2188v9ZWPYh9zyRWW-RHbf5fbhY/s4134/2834115400000578-3064117small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="2600" data-original-width="4134" height="201" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiElhMX9q0Nhf3lQgtB3GgNSgubo1FJEGMMr-voCly7I9zlCy2DBIG7zyCtLamXsYuapf2GStX7k90x5GoodIuz9hG3XG5H4Do7y7HqbfWQ2HqkAbMOUwSiQvBXOfQZlPxA1sisvYwRXEbmc4CRu0SdEVKxsHM4_aj_2188v9ZWPYh9zyRWW-RHbf5fbhY/s320/2834115400000578-3064117small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Dining on board an Air New Zealand DC8 and<br />featuring the new "Crown Lynn'" dinnerware.<br />[From an Air New Zealand promotional photo]</td></tr></tbody></table><p style="text-align: center;"><br /></p><p style="text-align: left;">The full Air New Zealand set perfectly suited not just the specific in flight dining and space requirements on board their airliners but also enabled the efficient serving of extensive and elaborately presented meals. As previously noted, the airline's first class food menu also sought to showcase New Zealand food and wine which would, as we can see from the period photos, be presented and served with considerable 1960's styled flair and panache. The airline determined that service in the air on their new DC8's would stand up to anything offered on the ground and evidently took some pride in this fact. </p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd0xjfcPljtfY-AEqMBSMSgHnz3h6MosrVXTq78Bg_NgtYsxWcS9FaGTjGuGG3mykWL0dO0zEEDbOMOkBcF31NbJ4thUuS4noSiIfh-HE-RiaJQ60szVGhbahBC0KG5-p2jwvdT58RKaO8cJXU0TJJTp30oOhcCSmeGDxCUFYlbNbV_l0UgO9PkCyXylw/s4134/1000003668small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="3514" data-original-width="4134" height="272" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhd0xjfcPljtfY-AEqMBSMSgHnz3h6MosrVXTq78Bg_NgtYsxWcS9FaGTjGuGG3mykWL0dO0zEEDbOMOkBcF31NbJ4thUuS4noSiIfh-HE-RiaJQ60szVGhbahBC0KG5-p2jwvdT58RKaO8cJXU0TJJTp30oOhcCSmeGDxCUFYlbNbV_l0UgO9PkCyXylw/s320/1000003668small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The exquisite Air New Zealand<br />Salt & Pepper shakers<br />[From my own collection]</td></tr></tbody></table><br /><p style="text-align: left;">Added to the basic five piece dinnerware set would be a new and distinctively shaped soup bowl (obviously with no intention of re-using the standard dessert bowl), an oval vegetable plate, a butter dish, and I must say, particularly attractive salt and pepper shakers. Again, some thought obviously went into new and very practical but visually attractive designs for these items. The reverse on all pieces carried an "Air New Zealand" and "Crown Lynn Potteries" attribution but curiously with the same "Maroro" or flying fish symbol which had been the company logo for Tasman Empire Airlines Limited, so a real throwback to the airline's former identity. The new cutlery (of which I hold two examples) also carried the old "Maroro" logo along with "Air New Zealand" so the change to the new company logo and identity was rather slow off the mark in comparison to the design and production of the new dinnerware by "Crown Lynn". </p><p style="text-align: left;">I assume this was simply due to the "re-branding" from (the New Zealand Government owned) Tasman Empire Airways on the 1st April 1965 and the delivery of the new Douglas DC8 aircraft from the 20th July 1965, so time was rather limited. The Douglas Aircraft Company, who had been given the order for the new aircraft as far back as 1962, had however anticipated the change of name so painting of the airline name onto the already painted fuselages was deliberately left until the very last. But the old airline name of "TEAL", having been pre-painted, would remain emblazoned on the Air New Zealand DC8 tail fins until as late as 1967.</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgm3evBg0-CVbQaXu2PFNB32G6tpBS5095eboIKLzW4aH9GYbN6AaFrL1-mUrETczitlwZT5OMuKv3rZ6IPYqsM2VZ_p8EikvnqRqsGeGXRdwwhsKEbJOeIrnV_9CzKaGwzJOD1DqD2NxjG-R3d1j-mnyf5rqn1RBzRAwLmZiJha2EhvYW7GI7ezXgSrA8/s4134/20240313_132921small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="3404" data-original-width="4134" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgm3evBg0-CVbQaXu2PFNB32G6tpBS5095eboIKLzW4aH9GYbN6AaFrL1-mUrETczitlwZT5OMuKv3rZ6IPYqsM2VZ_p8EikvnqRqsGeGXRdwwhsKEbJOeIrnV_9CzKaGwzJOD1DqD2NxjG-R3d1j-mnyf5rqn1RBzRAwLmZiJha2EhvYW7GI7ezXgSrA8/s320/20240313_132921small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The backstamp on the "Crown Lynn" designed <br />Air New Zealand dinnerware showing the <br />old TEAL "Maroro" Flying Fish symbol.<br />[From my own collection]</td></tr></tbody></table><p style="text-align: left;"><br /></p><p style="text-align: left;">The matter of a new corporate logo simply appears to have also been of lessor priority than the basic airline renaming and rebranding. I believe I have seen the new, and still well known, "Koru" logo on at least the butter dish as, apparently being a promotional item, these were perhaps manufactured in more than just one run. But with all other pieces of this dinner service obviously being manufactured in one large bulk order the old "Maroro" logo could still be seen on the underside of the existing dinnerware until it was discontinued nine years later in 1973, but perhaps past this date on the cutlery. Overall, all pieces of this new service were practical, reasonably durable, visually attractive, and specifically designed to suit the needs of First Class dining on Air New Zealand services. </p><p style="text-align: left;">The small butter dish remains the the most commonly available piece today due to the fact that they were manufactured in quantity and given out by the airline as a "<i>complimentary</i>" gift. An example in good condition will today (2024) still sell for at least NZ$30.00 I do not however know if this dish was an occasional promotional giveaway item or given to all on board First Class passengers. But what I do know is that it came in a small box with a printed explanation of the Māori motif which reads; </p><p style="text-align: left;">"<i>The motif on the enclosed complimentary ceramic dish depicts the stylized Maori </i>[sic <i>Māori</i>] <i>representation of the head of the whale or tohora. This old design, symbolizing abuddance, traditionally dominately the elaborately carved facia boards of food storehouses (pataka) in the fortified villages of the New Zealand Maori </i>[sic]<i> whose artistry is among the most advanced of the Polynesian people</i>". </p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhojq092SzdVFOnKN2b5o8EqmOSkwmqHsG1oPkfXyXOKePW_ute6v1PlYjjAuRVInwrUi7RKh9D0GGgC-CfCI-KzlKdaqxzpd28ehhoDo8GiOzF0fc1VsfOCcQ70nm8hhf3aLe40WhgxxQleYnY2rychn7xJm0t5RxN5xD3fc5wPxh97h8c9Ln2UUM5vbc/s4134/283415D800000578-3064117small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="4134" data-original-width="3425" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhojq092SzdVFOnKN2b5o8EqmOSkwmqHsG1oPkfXyXOKePW_ute6v1PlYjjAuRVInwrUi7RKh9D0GGgC-CfCI-KzlKdaqxzpd28ehhoDo8GiOzF0fc1VsfOCcQ70nm8hhf3aLe40WhgxxQleYnY2rychn7xJm0t5RxN5xD3fc5wPxh97h8c9Ln2UUM5vbc/s320/283415D800000578-3064117small.JPG" width="265" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Dining on board an Air New Zealand DC8 and<br />featuring the new "Crown Lynn'" dinnerware.<br />[From an Air New Zealand promotional photo]</td></tr></tbody></table><p style="text-align: left;"><br /></p><p style="text-align: left;">As with the classic New Zealand railways cup and saucer, this Air New Zealand dinnerware set has now reached 'iconic' status which is a testament to not only its design but also the imagery that it represents of international travel and of New Zealand's indiginous culture and traditions. Prices for items that come onto the market have, over recent years, climbed substantially and to the extent that many would be collectors have given up on collecting the complete set. Cup and saucer duos and the salt and pepper shakers in good, undamaged condition appear to now be the rarest items and while they come onto the market occasionally it will require rather deep pockets to beat off other serious collectors. And I do wonder if some collect this set as an art investment with the not unrealistic expectation that prices will continue to rise. The "brown" Tohora pattern, actually being a very dark shade of brown, certainly appears to have worn reasonably well and most examples show no more than superficial knife marks. Very worn, cracked or chipped examples will exhibit damage that either incurred during or after Air New Zealand 'in flight' usage and would certainly not have continued to be used in passenger service in that condition, perhaps being disposed of to staff members.</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_PRnQqOQiN1McJv20QeQLM_kQoQAwx9cZC7lLW1tTGT8NMLvG3AY2W-anzEtyoPVRe7gnfll_WVpmmClsGYEWnN4tSuDqsAy20gXJICKCGUAdjmqk1NZaGzkJLKXKfc8c_vtvssPNFrigy3Sz-lGEU0sJP5cAkP8tnOcxgWXfPugxIPqDcGYGE2nh8OY/s4134/1000003659small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="4129" data-original-width="4134" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_PRnQqOQiN1McJv20QeQLM_kQoQAwx9cZC7lLW1tTGT8NMLvG3AY2W-anzEtyoPVRe7gnfll_WVpmmClsGYEWnN4tSuDqsAy20gXJICKCGUAdjmqk1NZaGzkJLKXKfc8c_vtvssPNFrigy3Sz-lGEU0sJP5cAkP8tnOcxgWXfPugxIPqDcGYGE2nh8OY/s320/1000003659small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">A reproduction of a coaster used to promote the <br />new Air New Zealand DC8 International air<br />services, designed 1965.<br />[From my own collection]</td></tr></tbody></table><p style="text-align: left;"><br /></p><p style="text-align: left;">As to my own full set, which is in excellent condition and carries the original 1965 production "Mororo" flying fish logo, it is my intention that it will never be on-sold but will eventually, and subject to collection policies and the professionalism of the institution, be donated to a securely managed public museum - should they wish to accept it of course. It would give me the greatest pleasure to know that others can view and also enjoy this truly beautiful set which is now an intrinsic part of not only succesful New Zealand design and manufacture but also of how New Zealand, through the medium of Air New Zealand and international air travel, literally presented itself to the world through the use of practical and exceptionally well designed dinnerware. </p><p style="text-align: left;"><br /></p><p style="text-align: left;"><b>All Rights Reserved</b></p><p style="text-align: left;"><br /></p><p style="text-align: left;"><b>Sources :</b></p><p style="text-align: left;">- All items, unless otherwise stated, from my own collection</p><p style="text-align: left;">- Te Papa Tongarewa / Museum of New Zealand</p><p style="text-align: left;">- New Zealand Pottery Net</p><p style="text-align: left;">- Air New Zealand</p><p style="text-align: left;"><br /></p><p style="text-align: left;"><br /></p></div>Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-31576125048165026372024-03-10T10:47:00.017+13:002024-03-11T15:56:52.902+13:00 The Earlier and Truly Original 1940's New Zealand Railways Cup & Saucer<br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1emtYePGf-nUpJIkm0FcwxMq4oBPHm-yjz5_GvvmrwxAk-w7j95sbwiEfZn0i9GkbpUoqPuBhHwhMrBv7c48xOzBKJ-SKeVGWy_thqZu1cqt5HIjgZR71o5PwUajkbWnlULgF8SFE54Y3JVPEEEqbTi6lGN32IqZvPsAiKdGI7xh2sJPaL2TcFSzowHg/s1654/20240309_140654small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1363" data-original-width="1654" height="264" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1emtYePGf-nUpJIkm0FcwxMq4oBPHm-yjz5_GvvmrwxAk-w7j95sbwiEfZn0i9GkbpUoqPuBhHwhMrBv7c48xOzBKJ-SKeVGWy_thqZu1cqt5HIjgZR71o5PwUajkbWnlULgF8SFE54Y3JVPEEEqbTi6lGN32IqZvPsAiKdGI7xh2sJPaL2TcFSzowHg/s320/20240309_140654small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The now "iconic" New Zealand Railways classic<br />Cup & Saucer produced from 1956 to 1970's.<br />[From my own collection]<br /></td></tr></tbody></table><p style="text-align: justify;"><span style="text-align: left;"><br /></span></p><p class="MsoNormal"><span style="font-family: inherit;"><span style="line-height: 107%;">Many
of us will be aware of the now "iconic" and much sought after
"Crown Lynn Potteries Limited" New Zealand made Railways cup and saucer featured above which bears a
blue crown and "NZR" stamp, being made from 1956 to around the 1970's. Saucers now appear
to greatly outnumber cups but this may have to do with a large stock of saucers
being held when this style had been discontinued. I can
certainly recall a shop in Christchurch in the late 1980's (Iron Horse
Hobbies?) slowly disposing of a large stock of "blue" font NZR
saucers. Now very collectible, these New Zealand made sets often come up for
sale but at a good price. A</span> duo in good condition will now sell for
anything from NZ$150.00 upwards. </span></p><p class="MsoNormal"><span style="font-family: inherit;">But let us delve into the earlier history of New Zealand made railways crockery which is, I believe, a rather fascinating subject, having originally come about as a result of wartime expediency.</span><o:p></o:p></p><p style="text-align: justify;"><span style="text-align: left;"><br /></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN_D5T_UV6RvHhK_p3kpe02ybGz_cuidzy3-qH1iun-VYLeOtCAeAu9ACC32FyBgXAaFVh4xBf_PtJvIXia4xeGpYsiKdavPMvi-gnQRhnjOt6_Jyp2Of60FCaa8xuhJ1Q2cW5PxlHF-aicMf0GB8l6iqnD-cNar__lcx8bebxlAoqT4EWJh2rNoJkX6A/s1654/20240309_140557small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1240" data-original-width="1654" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN_D5T_UV6RvHhK_p3kpe02ybGz_cuidzy3-qH1iun-VYLeOtCAeAu9ACC32FyBgXAaFVh4xBf_PtJvIXia4xeGpYsiKdavPMvi-gnQRhnjOt6_Jyp2Of60FCaa8xuhJ1Q2cW5PxlHF-aicMf0GB8l6iqnD-cNar__lcx8bebxlAoqT4EWJh2rNoJkX6A/s320/20240309_140557small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The now classic but earlier version of the<br />New Zealand Railways Cup & saucer<br />produced c.1948 to 1955<br />[From my own collection]<br /></td></tr></tbody></table><p style="text-align: left;"><br /></p><p style="text-align: left;">How many of us are aware that the classic 'blue' duo featured above was in fact preceded from 1948 to 1955 with the same style of New Zealand made "Crown Lynn" cup and saucer but with the font and crown printed in black? Cups and saucers with the black font carry a scrolling "Crown Lynn" logo and the word "Vitrified" on the underside. Vitrified is simply a type of firing at very high temperatures which adds a very durable enamel layer to items of crockery. A paired "black" duo in good condition is now reasonably rare and holds a much higher value than the more common post 1955 to 1970's "blue" logo version. I have seen "black" logo examples sell for well over $250.00</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtSBF3G1_Fk9TjHoiHzv6uXqQ7SUMRfkgtT0fGSFKvEcxtHpfb7y29aZDg3nsjEyWMnwfq9qhduCnwzwmGVZmPT4Ayif02irRXl1F4s757McOREy2Vu59hlZ_mdEgb_wr-J-KnKUi16ipHQMTqTGg2CENY8V8_-j6Asin6ZM1phA050OxSfCnifzALdD0/s1654/20240309_140747small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1087" data-original-width="1654" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtSBF3G1_Fk9TjHoiHzv6uXqQ7SUMRfkgtT0fGSFKvEcxtHpfb7y29aZDg3nsjEyWMnwfq9qhduCnwzwmGVZmPT4Ayif02irRXl1F4s757McOREy2Vu59hlZ_mdEgb_wr-J-KnKUi16ipHQMTqTGg2CENY8V8_-j6Asin6ZM1phA050OxSfCnifzALdD0/s320/20240309_140747small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">Two versions of Temula Potteries cups<br />made for the New Zeland Railways<br />circa mid 1940's to mid 1950's<br /></td></tr></tbody></table><p style="text-align: left;"><br /></p><p style="text-align: left;">From around the late 1940's to the mid 1950's the Temuka potteries in South Canterbury produced cups stamped with either just "NZR" or with "NZR" and a crown and these occasionally appear for sale. While still of value, these do not, for some reason, seem to command quite the same prices as the classic "Crown Lynn" examples. Many Temuka examples are either broken, chipped or cracked, generally bearing the scars of having usually been thrown out railway carriage windows. This was, believe it or not, quite a common practice and saucers would literally become frisbees. As trains did not, until the early 1970's have refreshment carriages, stops would be made at stations with refreshment rooms where passengers would made a made dash to the counter for a cup of tea and something to eat, carrying their cup, saucer and eats back onto the train. Thus a number of cups and saucers were "disposed" of by illicit means before the guard came through the carriages to collect them, either being thrown out the window or hidden to take home. This was despite the clear "NZR" branding to discourage usage by other than the railways. One NZR branded crockery set was even discovered in use in a London restaurant in 1956 while the same writer noted having seen an example in a hut at the "high altitude" of Mount Ruapehu. Maybe still better than being unceremoniously thrown out a railway carriage window! But oddly, and to the best of my knowledge, no extant Temuka made "NZR" branded saucers have ever been found and one would have thought that even pottery shards would be relatively common. So were Temuka saucers even made?</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7KC3zpKzQ8cU3oRoV2IczfyeTVf61neKhoxDoR3zwH3kDTwNDe1qy1x_j5OY1-DbXdSyw293AQPjHFQnsipZ-tK4CT6b6n4nRT9x9dTmJUMnSmbeb6wjcez_osEymZyzuhk4gR-nPZBHp2TCKQPiIBAWBdBpoUZUCqHhQnliapIMlRRx1Bx2Dc6N7V8I/s1654/20240309_140247small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1240" data-original-width="1654" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7KC3zpKzQ8cU3oRoV2IczfyeTVf61neKhoxDoR3zwH3kDTwNDe1qy1x_j5OY1-DbXdSyw293AQPjHFQnsipZ-tK4CT6b6n4nRT9x9dTmJUMnSmbeb6wjcez_osEymZyzuhk4gR-nPZBHp2TCKQPiIBAWBdBpoUZUCqHhQnliapIMlRRx1Bx2Dc6N7V8I/s320/20240309_140247small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The original and now much sought afrter "AMBRICO" <br />New Zealand Railways handle-less cup with matching <br />saucer, produced from 1942 to mid 1940's.<br />[From my own collection]</td></tr></tbody></table><br /><p style="text-align: left;">But this now brings us to what is the truly original New Zealand Railways cup and saucer, being the main feature of this post. Prior to the Second World War all railways china had been imported from Britain and a myriad of examples, many now quite valuable, exist in museums and private collections up and down the country. But with the usual breakages, pilfering, and the afore-mentioned "disposal" of crockery out of railway carriage windows, there was now a pressing need for new stock. But the war meant that by 1942 production from England was no longer available and only "essential" items could be shipped and even that carried some risk with high shipping losses. What was to be done?</p><div><p style="text-align: left;">Enter the Auckland based "Amalgamated Brick and Pipe Company", usually now known as "AMBRICO", being a forerunner of the better known "Crown Lynn Potteries" of New Lynn, West Auckland. After the installation of an oil-fried continuous tunnel kiln in 1941 the AMBRICO company now embarked on the production of tableware. Under direction from the wartime Ministry of Supply, the company supplied crockery for not just domestic use but also for military use, including for the American forces stationed in New Zealand and the Pacific Islands. </p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgp2GR6AEXYHvB2KmXpyg3ahRtAgwy8qCDA5v-8wsD3fxeN2WM_5WLdrAe-3-fr9EloVZVFc5HT1g_U1St_oSD-hfg6bhIEWiasys_kkPhuxGwfJoIsrbTr7lqD0jjrdhvlTU1jMerW4mL_4C3TA3-IwMncndrq4iRsQDXzf9G9NGK1t6ANLeXodbMB69Y/s1654/20240309_140310small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1289" data-original-width="1654" height="249" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgp2GR6AEXYHvB2KmXpyg3ahRtAgwy8qCDA5v-8wsD3fxeN2WM_5WLdrAe-3-fr9EloVZVFc5HT1g_U1St_oSD-hfg6bhIEWiasys_kkPhuxGwfJoIsrbTr7lqD0jjrdhvlTU1jMerW4mL_4C3TA3-IwMncndrq4iRsQDXzf9G9NGK1t6ANLeXodbMB69Y/s320/20240309_140310small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The Original "AMBRICO" New Zealand <br />Railways Mug. Produced 1942 to mid 1940's<br />[From my own collection] </td></tr></tbody></table><br /><p style="text-align: left;">Thus, from 1942, AMBRICO was contracted to supply the New Zealand Government Railways with cups and saucers. But therein lay a problem that just could not be satisfactorily solved, being (one would have thought) the relatively straightforward process of adding a handle to the cups. But try as they may, no one in New Zealand had the expertise to permanently or at least satisfactorily affix handles to their cups. So thus was born the now highly sought after "handle-less" New Zealand Railways cup, often also referred to as a "beaker" or "mug". With the cup bearing a large "NZR" stamp in black or dark green, the saucer was similarly stamped in a smaller font in the centre, ordinarily being hidden by the cup. The stamp is often crooked or smudged but this is now just part of the character of these unique items of railway crockery. This is indeed the original and authentic New Zealand Railways cup but their rarity means that they are now lesser known than the rather more modern and widely available versions. There are also examples of this solid style of cup with a more rounded bottom and the colour of the clay for all examples varies from white to straw. But the version shown here would be the most common. Whatever version still exists is likely to show either cracks, crazing, chips or breakage but an intact example offered for sale in reasonable condition will now, due to their rarity and value to a dedicated Railways china collector, command a hefty price tag.</p><p style="text-align: left;"><br /></p><div style="text-align: center;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMvbsA8QGFHEqM4LjSW0u644gjvbj8jvJ83zO7ZAt9E4e3EP5_YhHibpn8PIVBOR5bblweDspMfboTeHrhTq0dST-24iCUsy_OeOsvvtW4t8ERaG8PCwjsL5aXtoJGd2oCM0VNgoTIqtqwySZJRZ-rOnH4cjCZvwqrzISssEkiOCxMQ2BE0xeQqMXky2M/s1654/20240309_140430small.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1483" data-original-width="1654" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMvbsA8QGFHEqM4LjSW0u644gjvbj8jvJ83zO7ZAt9E4e3EP5_YhHibpn8PIVBOR5bblweDspMfboTeHrhTq0dST-24iCUsy_OeOsvvtW4t8ERaG8PCwjsL5aXtoJGd2oCM0VNgoTIqtqwySZJRZ-rOnH4cjCZvwqrzISssEkiOCxMQ2BE0xeQqMXky2M/s320/20240309_140430small.JPG" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">A period "AMBRICO" Paris design saucer<br />with the "NZR" stamp, being indicative of that<br />used by the New Zealand Railways.<br />[From my own collection]<br /></td></tr></tbody></table></div><p style="text-align: left;"><br /></p><p style="text-align: left;">With not having handles there were naturally complaints about burnt fingers and hands but there was, in wartime conditions, simply no alternative. I daresay many passengers simply used their saucers to attempt to steady the cup as holding it up would have risked injury unless perhaps holding it with a handkerchief. The saucers themselves are of the basic but not unattractive "Paris" pattern with the distinctive ridges running around the perimeter. A cup was also produced bearing these ridges (known as "beehive" cups) but railways usage demanded a heavier duty type of cup, hence the rather more solid cup featured in this Blog. The "Paris" cup is only noted as being used at the Paekakariki Refreshment Rooms, probably due to an extreme shortage of cups. All Ambrico Railway cups (as far as I am aware) have no markings on the bottom which, along with the missing handle, makes them easy to identify. The majority of earlier "Paris" design saucers, apart from the "NZR" stamp, are unmarked, but a small round "Made in N.Z." stamp appears on the underside of later versions. All cups produced by Temuka Potteries, including all English made cups, are in one way or another clearly marked underneath so it is very easy to differentiate between each version or manufacturer. As an aside, I note that in later years, and obviously due to not knowing their history, the handle-less NZR cup was occasionally sold by collectible shops as a railways shaving mug!</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEix8kXjllCkNl383j1yA9PRl1oROimby5WlXhsqwcuDjk5qfacgrZ2W7F7eQOej4gRzFth_u-Tr9Qp7Gy7P4ghrn__tWU7tHzphjiLOCz4t9rr5iC7yOPDuPsjOabdzZpSLShXDsF-o2DE_g-DrWQF9L7bxoT3O48lgDsoNJCFIwzuogiNmX2LG142VXIA/s940/Paekakariki%20Refreshment%20Rooms.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="704" data-original-width="940" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEix8kXjllCkNl383j1yA9PRl1oROimby5WlXhsqwcuDjk5qfacgrZ2W7F7eQOej4gRzFth_u-Tr9Qp7Gy7P4ghrn__tWU7tHzphjiLOCz4t9rr5iC7yOPDuPsjOabdzZpSLShXDsF-o2DE_g-DrWQF9L7bxoT3O48lgDsoNJCFIwzuogiNmX2LG142VXIA/s320/Paekakariki%20Refreshment%20Rooms.jpg" width="320" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">The Paekakariki Railway Refreshment Rooms <br />serving a large number of people before <br />returning to their train, circa 1950's.<br />[Source : NZHistory.Govt.NZ]</td></tr></tbody></table><br /><p style="text-align: left;">I have not personally come across any examples of the AMBRICO "handle-less" cup with an intact handle but some examples are believed to exist. Quite how long the AMBRICO "NZR" cup was in production for is unknown. It was not until after the war when skilled staff were recruited from England that the problem of affixing handles to cups was adequately solved. This also allowed not only an expansion of the whole range of items produced by the factory but also the manufacture of better quality crockery. It is however generally acknowledged that the newly branded "Crown Lynn" pottery only started producing the above mentioned and more familiar black "NZR" and crown white china cups and saucers from 1948. Depending on contracts, Temuka potteries may also have filled the void from the war's end until 1948, along with imports of English made crockery, specifically by "Maddock" of Burslem in Staffordshire, of which I hold a few examples.</p><p style="text-align: left;"><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyy4uiGghSOuLOEffrBoZ_TwYbqalLbi8HLvn3rar5eh-2bcsk2RiZADlEIBdXhMMmGFY6yDNFcW9Uy_pB7dQyzC0nhQ3tv9Dgmx5EUkkj-IlL-ufpEHu1gYuLhwHj5fFS3Ck1DtvLifVhnuc1H7x9ARFLFga0vaBlevXDYck13HGxm1zdSvXqTHVAkjg/s705/Ambrico%20Saucer.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="705" data-original-width="702" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhyy4uiGghSOuLOEffrBoZ_TwYbqalLbi8HLvn3rar5eh-2bcsk2RiZADlEIBdXhMMmGFY6yDNFcW9Uy_pB7dQyzC0nhQ3tv9Dgmx5EUkkj-IlL-ufpEHu1gYuLhwHj5fFS3Ck1DtvLifVhnuc1H7x9ARFLFga0vaBlevXDYck13HGxm1zdSvXqTHVAkjg/s320/Ambrico%20Saucer.jpg" width="319" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;">A shard from an original New Zeraland Railways<br />saucer superimposed on the classic AMBRICO<br />1940's "Paris" design saucer.<br />[Source : NZ Pottery Net]</td></tr></tbody></table><br /><p style="text-align: left;">I have never seen an intact "AMBRICO" NZR stamped saucer but shards have certainly been found as per the example shown above. The example shown further up this page, while of the genuine "Paris" design and age, is for illustrative purposes only. I think it goes without saying that both the handle-less cup and the "Paris" saucer would be paired and the cup certainly sits securely on the "Paris" saucer.</p><p style="text-align: left;">It is not however my intention to give a definitive history of these items, merely a generalization for the purposes of this Blog. While we thankfully have the illustrated booklet "Railway Refresh in New Zealand", being the result of very considerable research by the late Christine Johnson and of Michael O'Leary, I am aware that further research work on this fascinating subject is being undertaken which will continue to expand on our knowledge of New Zealand Railways crockery as a whole.</p><p style="text-align: left;">Should you wish to suggest any additions or corrections, I may be contacted using the "Email Me" button in the right hand menu bar.</p><p style="text-align: left;"><b><br /></b></p><p style="text-align: left;"><b>All Rights Reserved</b></p><p style="text-align: left;"><b><br /></b></p><p style="text-align: left;"><b>Sources :</b></p><p style="text-align: left;">- All items from my Personal collection</p><p style="text-align: left;">- "Railway Refresh in New Zealand" by Christine Johnson & Michael O'Leary, 2020</p><p style="text-align: left;">- New Zealand Pottery Net</p><p style="text-align: left;">- NZ History Net</p><p style="text-align: left;">- Papers Past</p><p style="text-align: left;"><br /></p></div>Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-52178350559703404862018-09-09T20:55:00.001+12:002024-03-10T08:33:35.838+13:00"Missing in Action"<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6EeBMoTJi1mk0-jZa9qT4FfQrN0LuVmAvIUx7t4CA1XxBQSzH7B7RL7FCqh3GndLM2xVHLjXOp6y9ucDL8zrlh_J3zxfc9b3YbxVyPEu6XcN537ugp6l1zXMv5xaZMUlx4rjLd36A_7w/s1600/20180827_123123small.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1200" data-original-width="1600" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6EeBMoTJi1mk0-jZa9qT4FfQrN0LuVmAvIUx7t4CA1XxBQSzH7B7RL7FCqh3GndLM2xVHLjXOp6y9ucDL8zrlh_J3zxfc9b3YbxVyPEu6XcN537ugp6l1zXMv5xaZMUlx4rjLd36A_7w/s400/20180827_123123small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A not insignificant collection of slides and negatives<br />
[Held by the Writer]</td></tr>
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In case my readers have noticed a lull in posts I had better explain why I have been "missing in action"....<br />
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I have now commenced a major digitization project which will keep me very occupied for quite some time. My first project was digitizing my old VHS tapes using an inexpensive but effective cable to USB computer connector with an accompanying simple but equally effective program on CD. VHS tapes degrade over time and after a good 25+ years mine were no exception, the most noticeable change being slight fading, but are still watchable. I also had issues with some tapes being chewed up in my old VHS player which I think was due to old damage and creases to the tapes.<br />
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Anyone retaining this old technology, if they be now unobtainable commercial tapes or home movies, should consider digitization sooner rather than later, either undertaking this work yourself (at little cost except time) or commercially. Degradation to tapes cannot be effectively restored. Unlike vinyl records I seriously doubt that VHS will ever make a comeback. So my vinyl records are quite safe as they are and in fact my TV sound bar works very well amplifying the sound from my old but good quality Philips record player which now lacks its original amplifier.<br />
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Once this project was completed I then started thinking about my family slide and negative collection (not to mention an extremely large photographic collection), mainly taken from 1954 to 1974 with a considerable number taken around Scotland during 1957. Added to this are glass plate negatives from 1903-1915 and nitrate and cellulose negatives dating from 1918.<br />
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A word of warning here, old nitrate negatives are extremely unstable and virtually "blow up" if lit by a match. The effect is quite spectacular but I don't recommend it! The first sign of degradation is the smell of rotten eggs. Thankfully no later cellulose negatives are degrading, the first noticeable change being the smell of vinegar then the emulsion begins to noticeably "bubble". Unless you are a professional archive with the necessary equipment and a specialist studio for handling toxic chemicals there is no way of stopping this degradation which will ultimately destroy the negative.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYtZODfEuh4hyphenhyphenWnkCI-tppPBevCI2I2dhRI-_SKHyeeWlNAoXPybPz_7p7Ziu9XmqAVxcpb47l3TtffycrYVDIhqEzaCVm2srGKc1N4Wc8CZJZyFBSPV5kkCZvgkY9_p_FAiCSfD89bYw/s1600/Old.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="682" data-original-width="992" height="275" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYtZODfEuh4hyphenhyphenWnkCI-tppPBevCI2I2dhRI-_SKHyeeWlNAoXPybPz_7p7Ziu9XmqAVxcpb47l3TtffycrYVDIhqEzaCVm2srGKc1N4Wc8CZJZyFBSPV5kkCZvgkY9_p_FAiCSfD89bYw/s400/Old.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Result from Old Scanner</td></tr>
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So I have now purchased a professional scanner, an Epson V800, which is the same but updated model of a scanner I was using in my former 17 year life as a Photographic Archivist. The above image, being of the old, and no longer extant, Exchange Building in Dunedin was scanned, for want of any other quick option, with a cheap scanner. The image below shows what a difference a professional scanner can make. I almost feel that I could zoom right into those shops under the veranda, particularly on my high resolution scan.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxc_h7YmR3k6ZJTfcAs3R84vRjRwXEtQYhs9w3Hzq6rzBvyF6FeQA8HKdhQ5nv-Wh7S77wIauphyEb-Pbt_gZNvO2lowjkOJBT-tkA6PkGWK1PMlQIE-8EpP2YnXokKk3rINWnx9zaZwA/s1600/New.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="640" data-original-width="960" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhxc_h7YmR3k6ZJTfcAs3R84vRjRwXEtQYhs9w3Hzq6rzBvyF6FeQA8HKdhQ5nv-Wh7S77wIauphyEb-Pbt_gZNvO2lowjkOJBT-tkA6PkGWK1PMlQIE-8EpP2YnXokKk3rINWnx9zaZwA/s400/New.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Result from New Epson Scanner.<br />
Exchange Building Dunedin, <br />
Taken August 1960<br />
[William Dykes Collection]</td></tr>
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So, once I purchase a stand alone hard drive back-up I will commence scanning slides in earnest and completing a searchable database as I go. As there are quite a number of historical slides amongst the collection I may put up some here in due course. But my digitization efforts don't stop here.</div>
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My main hobby back in the early 1980's was taking Super 8 cine films, not the cheapest of hobbies considering that I mostly worked in sound and that alone required of necessity some quite expensive equipment, namely a good sound camera, sound projector, sound editor, splicing machine, and manual sound fader. The subject content primarily consists of vintage transport related films, steam railways, traction engines, tramways, classic car racing, vintage car club rallies, two steam tugs and a (now) 106 year old lake steamer. </div>
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While I have been able to have my silent movies digitized by a relative in the USA as a favour on a "Wolverine" scanner the sound films could only be done commercially. Thankfully I was able to approach "Convert it" here in Dunedin who have already provided a very good quality transfer of one sound and two silent films which leaves me wondering if I might have a couple of the "Wolverine" transfers re-digitized. This next week I shall be submitting a further 16 sound films to "Convert it" and hope to get at least one or two back a week.</div>
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So, if any of my readers have any interest in vintage transport related films you can view one film already on my new UTube Channel under "<a href="https://www.youtube.com/channel/UCG78aKag9nU0mRvXafGva0g?view_as=public" target="_blank">Donald's Vintage Transport Film Archive</a>" (clickable link). The first film, which was taken during the period 1981-82, runs for 30 minutes and is shown below. This film will play well on an HDMI or UHD television.<br />
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/1BnFLmd8uTQ/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/1BnFLmd8uTQ?feature=player_embedded" width="320"></iframe></div>
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"Kingston Flyer"</div>
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Invercargill to Wairio Return<br />
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Interestingly, Super 8 film is still available today, but at some cost, and has developed an almost cult following amongst specialist amateur photographers because of the nostalgic and aged "look" of 8mm cine film which simply cannot be simulated by video. The method of developing the film has been simplified somewhat but the results are virtually the same as evidenced by some UTube uploads. Sound film is, however, sadly no longer available as the two magnetic sound tracks were affixed using an extremely hazardous substance. </div>
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Had it not been for sound I would not have entered this hobby but I can still understand the strong appeal of cine film and musical backing can be very effective. I have not re-added any background music to avoid copyright infringement on UTube but the actual original recorded sounds literally speak for themselves. And one viewer even advised me that they liked hearing the occasional light background "clatter" of the camera film gate which emphasizes the fact that you are indeed watching a cine film. </div>
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So, enjoy, and I will be back here in the foreseable future with some historic circa 50 to 60 year old colour images.</div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-436035143299140822018-08-19T08:04:00.000+12:002018-08-19T08:04:24.321+12:00Dalserf - a 17th Century Scottish Parish Church<div class="separator" style="clear: both; text-align: center;">
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<tr><td class="tr-caption" style="text-align: center;">Dalserf Church Today<br />
[Image Used with the Kind Permission<br />
of <a href="https://www.bobhamiltonphotography.com/index" target="_blank">Bob Hamilton Photography</a>]</td></tr>
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Dalserf Parish Church in Lanarkshire, Scotland and originally built in 1655, is an interesting and very historic building dating from the time of Oliver Cromwell's "<i>Interregnum</i>" (Commonwealth). Unpretentious in design and not overly large, it is truly a rare survivor of this period in Scottish history. Having been altered, enlarged and ornamented over the intervening 363 years, Dalserf Church still happily serves the purpose for which it was originally built and consecrated. Furthermore, the church has weathered not just the passage of the ages but also, early on in its history, a major ecclesiastical upheaval which shook the Church of Scotland itself to its very core. This picturesque church, which I have personally visited three times, is also of great significance to me as my maternal mother's family worshiped here from 1784 to 1910, most now lying at rest in the adjoining walled graveyard.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgYhHPrGw5y4L9S0biVz3gjum2Bklxf-BkX_HWF9s6KdDp6j8MK3wtu4CojWRHRP8riMIyjxaaZsn79VH_LqnjTnZdf86xL7INicI4a9jAXfZLxwUBH0IHa9_ujWjTySV88THVdpfF1B4/s1600/7060196+Dalserf+Churchsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="762" data-original-width="992" height="306" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgYhHPrGw5y4L9S0biVz3gjum2Bklxf-BkX_HWF9s6KdDp6j8MK3wtu4CojWRHRP8riMIyjxaaZsn79VH_LqnjTnZdf86xL7INicI4a9jAXfZLxwUBH0IHa9_ujWjTySV88THVdpfF1B4/s400/7060196+Dalserf+Churchsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Curious "Hog Back" Stone (lower left)<br />
outside Dalserf Church<br />
[Image Used with the Kind Permission<br />
of <a href="https://www.bobhamiltonphotography.com/index" target="_blank">Bob Hamilton Photography</a>]</td></tr>
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But first let us take a short look at the interesting history of the church site itself. Other ecclesiastical buildings are believed to have existed here prior to the present structure and evidence of this early habitation can still be found outside the Church. In 1897, the gravedigger, Mr Ritchie, dug up a 6ft 3in long gravestone or foundation stone with four rows of scalloping resembling shingles, the style known as a "hog-back" stone. A report to the Ecclesiological Society in 1922 stated that the stone may date from, or even pre-date, Norman times. Similar "hog-back" stones can be found at Govan including a slab fragment at Paisley Abbey. The graveyard itself is in fact known to contain the former foundations of an earlier chapel, most likely to St Serf, "<i>a follower of St Mungo</i>", but this has never been properly investigated, no doubt out of respect for those now interred within the graveyard and not wishing to disturb a large quantity of human remains. But when the wooden flooring of the church was removed in 1894 and two feet of earth dug out prior to being concreted, "<i>a great number of human bones and skulls were found, showing that in bygone days people had been buried within the sacred edifice."</i> These burials would, however, most likely pre-date the construction of the present church in 1655.</div>
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The road leading to the small village of Dalserf is off the now very busy A72 Lanark Road which winds through the scenic Clyde River valley between Lanark and Hamilton, being aptly known as the "Orchard District". A short tree lined side road leads us to the village itself which now comprises of a small row of very picturesque and much photographed cottages and the stone walled church grounds, all being situated in a bend of the River Clyde surrounded by farm and parkland. It is therefore hard to imagine that this truly idyllic and peaceful corner of rural Lanarkshire was formerly much larger and quite populous with the main Ayr to Edinburgh Road in fact passing through "<i>Dalserfe Toune</i>" to the nearby Clyde River crossing. Hence the original importance of this town as a strategic river crossing point and in fact, on the other side of the river is the former ancient site of the strategically placed "<i>Moat Castle</i>".<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEip_wWsIEWCqiN-_kfabcy9Gx9oiTYaCkmcfBBVWvi904tYGXYORFJDGi4SB2tNWQ2D58ZIqrO785RVILff_5ZEBbZf0xAs9qJVgINZ5fX0xx5QKrToc_hWrFvU8z7PkFHTTydOHS2ts3I/s1600/Dalserf1small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="663" data-original-width="992" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEip_wWsIEWCqiN-_kfabcy9Gx9oiTYaCkmcfBBVWvi904tYGXYORFJDGi4SB2tNWQ2D58ZIqrO785RVILff_5ZEBbZf0xAs9qJVgINZ5fX0xx5QKrToc_hWrFvU8z7PkFHTTydOHS2ts3I/s400/Dalserf1small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Rev Wm. Rorison with "Old Parishioners"<br />
Taken circa 1901<br />
[Source : In Memoriam - Rev W.P. Rorison]</td></tr>
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As noted, the Parish would very early on in its existence face a major upheaval, being very aptly named, "<i>The Killing Time</i>". From the ousting of Cromwell in 1660 and the Restoration of the Catholic Stuarts under King Charles II until the overthrow of his successor King James VII at "<i>The Glorious Revolution</i>" in 1688, the Church of Scotland and its members were forced to accept Episcopacy, in other words, the English form of church governance. This included the installation of Bishops and Curates, and the signing of an oath acknowledging the English King as head of the Church of Scotland. Records tell us that no less that 52 parishioners from Dalserf (out of a Parish population of 600) "<i>suffered sorely for their church</i>", with many no doubt refusing to sign the odious 'Oath of Allegiance' to the King. A gravestone to Robert Laurie, being a 'Covenantor' (one who <i>actively</i> resisted this imposition), can be found opposite the belfry door.<br />
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But along with a third of Scottish Ministers who, and to their great credit, would not accept the new forms of Episcopacy, the then Dalserf Parish Minister, the Rev Francis Aird M.A., would likewise be ousted from his charge in 1664. Aird would be replaced by Ministers who "<i>conformed</i>" to the new style of church Government and worship, the final appointment being the highly unpopular "<i>Curate</i>" Joseph Cleland. Well educated but single minded and "s<i>teeped in Episcopacy</i>", he would put 35 steadfast and resolute parishioners "<i>to the circuit court for trial</i>". Scotland would finally be delivered by "<i>The Glorious Revolution</i>" of 1688 with the Catholic Stuart's now themselves being banished and replaced by the Protestant Hanoverians under King William III.<br />
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Thus, one morning in December 1688, Curate Cleland would be "<i>visited by a deputation of armed men" </i>led by my own Covenanting forbear, Captain John Steel of Waterhead. Steel, and as instructed to instill fear, drew his sword and made a small rent in the Curate's gown whereupon the Curate's wife unexpectedly threw herself between the two, asking the Captain to spare her husband and kill her instead! To his credit, Steel "<i>immediately put down his sword and was at great pains to comfort her</i>." Further bloodshed was not the intention with Cleland being simply informed "<i>of the changed circumstances of Church and State..." </i>and "<i>in King William's name ordered to depart beyond the parish bounds</i>".<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEx82y-VMrA4gVotcq5zZwcE9GQtygqMvcE6qO_8F7Tbfgj3HPeH7Q6lJAKmnLIR7zPNXDlmhbQ0wCx5m8HO0HVvDaeF3SBeNuYy_KSJiwcslL0Z04QQhtEBKg8U1pmj-Ot9hckwCtV7I/s1600/WFS1.55small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="734" data-original-width="992" height="295" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEx82y-VMrA4gVotcq5zZwcE9GQtygqMvcE6qO_8F7Tbfgj3HPeH7Q6lJAKmnLIR7zPNXDlmhbQ0wCx5m8HO0HVvDaeF3SBeNuYy_KSJiwcslL0Z04QQhtEBKg8U1pmj-Ot9hckwCtV7I/s400/WFS1.55small.jpg" style="cursor: move;" width="400" /></a></div>
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The Rev Wm. Rorison with Session Members, 1901</div>
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(L to R) : Mr Thompson, Mr Chisholm, Mr Scott,</div>
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Mr Sorbie, Rev. Dr. W.P. Rorison, Mr Sim,</div>
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Mr John Watson (Cander Mains), Mr William Templeton.</div>
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[From my own collection]</div>
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It was only just prior to this turbulent time in Scottish ecclesiastical history that Dalserf Church had been built, being originally rectangular in shape and without the now distinctive belfry or "bell-cote" with its "<i>elegant slender cast-iron posts</i>". A branch of the noble and powerful Hamilton family were responsible for funding the building cost, most parishioners being relatively poor but hard working tenant farmers. Within the Church of Scotland these benefactors were known as 'Heritors' and would continue to support the church, the maintenance of the fabric of the Church, and payment of the Minister's stipend. But the downside of this arrangement would be that the 'Heritors' would "<i>present</i>" a Presbyterian Minister of their own choosing to the parish. Only the Rev. James Hog, who served for a short time after 1690, appears to have not settled at Dalserf, believing his congregation "<i>made large profession</i>" but of whom "<i>many were grossly ignorant and otherwise defective</i>" in all that pertained to religion. Some well liked and respected Ministers have, however, happily served unusually long ministries in the parish.<br />
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Styles of worship and preaching have changed somewhat since the Protestant Reformation in Scotland in 1560. The aforementioned Rev Aird, having been installed in 1646, was noted for his piety and "<i>wept much in prayer and preaching and insisted much on death and judgment</i>". His communions were well attended, drawing many "<i>hearers</i>" from outside the parish which was quite a compliment. Aird was also "<i>punctilious in dress</i>" and believed that "<i>mounted </i>[embroidered] <i>gloves</i>" should be worn while preaching.<br />
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The earliest extant Communion cup now at Dalserf is a "<i>glitter ware</i>" vessel of "<i>chaste </i>[restrained] <i>design</i>", having been donated to the parish in 1701. The original church accommodated a long "<i>fenced</i>" communion table down the centre, the style of communion formerly practiced being to sit down at the table to receive the Lord's Supper so more than one sitting would have been necessary. <br />
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It was in the early 18th century that the area "<i>gained a rather odious reputation for the crime of body snatching</i>". Cadavers were then sold for medical dissections on a "no questions asked" basis. This crime was prevalent in many areas and although no specific cases are given, Dalserf was, according to Historian Andrew Cunningham B.Sc., like their neighbours not immune.<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Order of Service for the Coronation<br />
of King Edward VII, 9 Aug 1902<br />
[From my own collection]</td></tr>
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The Rev. John Risk, who served from 1761 to 1805, appears to have been blessed with a quick wit and keen sense of humour although this did not always please his parishioners. When a number of pious men of the district expressed dissatisfaction with his doctrine as, "<i>he did not make them renounce their own righteousness</i>." He replied, "<i>For a very guid reason; I didna ken ye had ony to renounce</i>." <br />
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Until the latter years of the 19th century the Church Minister and Session spent what we would consider to be an excessive amount of time passing judgement on Parishioners who were in breach of accepted standards of behaviour, an example of which occurs in the Dalserf Session minute book of 1812 ; "<i>The Session resolve that all persons absenting themselves habitually from Divine Service shall be excluded from all communion with the Church till they shall give solemn promises of amendment and ample external proofs of repentance, etc., etc</i>.<br />
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Church discipline also extended to those who needlessly worked on the Sabbath and to those who, "<i>ignored or forestalled the marriage ceremony</i>". But equally, the Heritors and Church Fathers administered poor relief and oversaw the Dalserf Church Library and Church School, educational support from the State then being sadly lacking. In 1840 the Session Clerk was also the Schoolmaster and had the responsibility of "<i>collector of</i> [the] <i>poor's rate</i>".<br />
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A Presentation Bible, Purse and Sovereign</div>
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presented to my Gt. Grandfather in 1910</div>
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[From my own collection]</div>
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Church attendance over the early years of the 19th century is worthy of mention. With 800 regular communicants there was only seating in Dalserf church for 550 and "<i>much bad temper at times prevailed amongst the parishioners, and some unseemly quarrels took place even in the church</i>." By 1835 this had led to the unusual phenomena of "<i>tent preaching</i>" in the church yard over the summer months. With a chapel opened at Larkhall in 1836 this would finally relieve the pressure on church accommodation at Dalserf. But from the 1831 census we know that not only was the population of Dalserf itself dwindling but that the population of the parish was growing to the extent that there were 91 more families in the parish than houses. The importance of Dalserf had in fact diminished from the time of the opening of the direct Hamilton to Lanark Road in 1800 which bypassed the town.<br />
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From 1848 the parishioners of Dalserf would have the added convenience of a stove in the church to keep them warm during services. This was no doubt appreciated as services - and sermons - could be tediously long. Little wonder that one of my forebears at Dalserf took their own "<i>pew cushion</i>" to church. I note, however, a reference dated 1904 that unusually for the time, sermons were; "<i>sometimes as short as ten or twelve minutes, but usually much longer.</i>" The now aged Minister had probably not the same stamina as formerly. Short sermons would, in earlier years, certainly be the exception rather than the rule.</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtH9IKKgSYwsKicdQr4ggtpGCwKHSU1joY0Yfcl4Y_8DUEEOgVCs2gJJ_Ls5thKg7PAM8qeLdkUbPqyJGg04nnRZ6vNZgQUuli1nddZglG2skRAIlKUI7-Yj_MPR7QxdR7DsKooaXxv6M/s1600/testimonialsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="337" data-original-width="992" height="135" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtH9IKKgSYwsKicdQr4ggtpGCwKHSU1joY0Yfcl4Y_8DUEEOgVCs2gJJ_Ls5thKg7PAM8qeLdkUbPqyJGg04nnRZ6vNZgQUuli1nddZglG2skRAIlKUI7-Yj_MPR7QxdR7DsKooaXxv6M/s400/testimonialsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"<i>William P. Rorison Minister of Dalserf</i>" [30 Nov 1882]<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: center;">
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A notable Ministry, being the Rev. William Rorison D.D., occurred from 1851 until his death "<i>in office</i>" in March 1907, a quite remarkable period of 56 years. The great depth of feeling at his loss is aptly expressed in the account of his funeral service and mournful procession through the village to the Dalserf Railway Station (which closed in 1951). An interesting anecdote describes an event which occurred at the end of the funeral service;<br />
<br />
"<i>In conclusion</i> [Rev] <i>Mr Paterson, with a thrill of emotion, besought the divine intercession for the bereaved congregation, and the sorrowing relatives and partner of his life. After the benediction, the children of the four Board schools in the parish sang that beautiful hymn, 'The Sands of Time are Sinking'... Up till this point in the service the interior of the church was somewhat dull and dark, but when the second verse of the hymn was reached a stream of sunshine burst from one of the gallery windows, and striking up the coffin, encircled it with a halo of light. The effect produced added much to the general impressiveness of the service</i>." <br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrZ3dJOxaIoHFQ2YTGUMs0BJpapt-1sdtMu_W2H3fZ6Ak2y02gbkTVNy6QkGCwdFwrklHasyPLNxDq2EMcmTfY-3egAMs5Ei_Wuil60F_79zuG6GydmPzYi_FDdMSxNiB49Ies0a2b97I/s1600/Dalserf1907small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="636" data-original-width="992" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrZ3dJOxaIoHFQ2YTGUMs0BJpapt-1sdtMu_W2H3fZ6Ak2y02gbkTVNy6QkGCwdFwrklHasyPLNxDq2EMcmTfY-3egAMs5Ei_Wuil60F_79zuG6GydmPzYi_FDdMSxNiB49Ies0a2b97I/s400/Dalserf1907small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Dalserf Church, circa 1906<br />
[From my own collection]</td></tr>
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<div style="text-align: center;">
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Rorison's Ministry marked a time of further change in Church worship and practice ranging from the use of the new "Scottish Hymnal" to the use of printed communion cards in 1874 which now replaced the traditional metal 'communion token', and the introduction in 1894 of an "<i>American Organ Harmonium</i>" to now accompany church singing. By now the taking of Communion had also changed with the Lord's Table no longer being "fenced off". I have been informed by a former Presbyterian Church Archivist that the communion wine had, in at least one Church of Scotland parish, been taken using small individual ladles rather than commonly drinking from Communion cups or vessels. Curiously, upon my Great Aunt's death we found upwards of 20 six inch long mid-Victorian era silver plate curved ladles carefully wrapped in old thin brown paper. As her Father had been a long-serving Elder at Dalserf I wonder if there is a connection here as whatever reason could they otherwise have had for so many ladles!<br />
<br />
In 1894 William Hozier, First Baron Newlands, being the owner of nearby Mauldslie Castle, gifted £1,000 to further enlarge and renovate the church (previous renovations and enlargements having occurred in 1721 and 1818-19), including the addition of upper galleries and the curious outdoors stairways to access them as well as a new clock for the steeple. The church now forms a "T" shape but retains elements of the original fabric of the 1655 church. While each of the three galleries have their own entrance the ground floor alone has four entrances, so with seven entrances in total this is surely a record for any church of this size! Pews still have numbers while some 'boxed' areas and galleries carry the names of local estates including Dalserf House and Mauldslie House [castle] denoting reserved seating for themselves, their staff, guests, and principal tenants. Records confirm that "pew rentals" were not charged prior to 1840 but, as indicated by the numbered pews, may have been subsequently introduced as a source of revenue .<br />
<br />
In 1911 the Church 'Heritors', with their landholdings and fortunes diminishing from changed economic conditions, suppressed agricultural prices, and the imposition of punitive death duties and taxes, offered to pay just half the cost of the redecoration and repainting of the church and now expected the parishioners to assume responsibility for the other half. Hozier's son, James, Lord Newlands, would, however, generously come to their aid, and completely covered the parish's liability. Such was the generosity of these great families who gave so much back to their community. Now, sadly, even their grand residences have gone, including Dalserf House, Broomhill, and the much lamented Mauldslie Castle.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTm5FdYYTTFXS0q-xTGO53zGJIddhjSO_PjzTNmah2jjGhuXw4Cq0wanp9eyTNMRLeRUSVOuNtL978GKA2ewt4rAVPlOJQjweUKT44b-e45Kd4woIbQFJd8uDOY508R31napPix74h514/s1600/7060263+Dalserf+Churchsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1436" data-original-width="1077" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiTm5FdYYTTFXS0q-xTGO53zGJIddhjSO_PjzTNmah2jjGhuXw4Cq0wanp9eyTNMRLeRUSVOuNtL978GKA2ewt4rAVPlOJQjweUKT44b-e45Kd4woIbQFJd8uDOY508R31napPix74h514/s400/7060263+Dalserf+Churchsmall.jpg" width="300" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Dalserf Church Interior Today<br />
[Image Used with the Kind Permission<br />
of <a href="https://www.bobhamiltonphotography.com/index" target="_blank">Bob Hamilton Photography</a>]</td></tr>
</tbody></table>
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<div style="text-align: left;">
In late 1910, my Great Grandparents along with the remainder of their children, having been tenant farmers on lands in the Parish owned by the Duke of Hamilton, departed Dalserf to join the rest of their family in New Zealand. Three members of the same family would return in 1957, noting that the Church interior had been renewed since their time; "<i>Pulpit and organ and Communion Table all changed – too modern to be in keeping with the rest of the Church</i>.” Personally I like the design but they would have been familiar with the original which was no doubt typically plain and sombre. The attractive oak Communion table and chairs were in fact donated by Mrs Lockhart of Lockhart House in 1911, the year after my family departed so even by 1957 were not exactly "<i>modern</i>". They also noted the "<i>thatched cottages</i>" leading to the church which are now roofed in slate which lacks the same romantic appeal. The beautiful large stained glass windows on either side of the pulpit were gifted, according to the church history, in 1928. These windows were formerly covered up except for a small section of "<i>coloured glass</i>" in the upper areas, being the generous gift of the Rev and Mrs Rorison in 1894.</div>
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My Great Aunt would, however, never forget Dalserf, the church of her youth and of former happy times. Upon reading in the "News" of October 1977 that very expensive repairs costing upwards of £7,000 were required to the then decayed fabric of the church including three outside staircases coming away from their walls with one being "<i>potentially</i> <i>dangerous</i>", eroded lead roof flashing, water damage and rot to the massive roofing timbers, and a deteriorating bell tower; she remitted a sum of money to the Parish towards the repair fund and only a month before her death was thrilled to receive a personal reply from the Minister, the Rev Keith McRobb. Now without the support of the former 'Heritors', maintaining Dalserf church over the intervening years has evidently been, for a now smaller congregation, rather a challenge. But the historic nature of the building together with a Category A Historic Places listing and thus eligibility for "grant aid" engenders for it a level of public and local support which other churches may lack.<br />
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The church now appears to be well cared for and in good condition. One hopes that Dalserf church will, in these times of ever diminishing congregations, continue to serve as a House of God for many more years, a purpose for which it has already ably served for over three centuries. If you have the opportunity please visit this 'hidden' gem and neighbouring village which, incidentally, is currently vying for the "Wee Villages" section of the "Beautiful Scotland" contest to find the nation's 'greenest' communities. I think it has every chance of success. The winners will be announced in September 2018.<br />
<br />
<b>All Rights Reserved</b><br />
<br />
The very kind assistance of Mr Bob Hamilton of <a href="https://www.bobhamiltonphotography.com/" target="_blank">Bob Hamilton Photography</a>, Motherwell for his beautiful photographs of Dalserf Church and cemetery grounds is very gratefully acknowledged.<br />
<br />
<b>Sources :</b><br />
<b><br /></b>
- Watson family collection; photographs, ephemera and artefacts (held by the writer)<br />
- Period newspaper clippings (no attribution)<br />
- The "News", October 1977 (from my own collection)<br />
- Dalserf Parish Magazine, 1912 (from my own collection)<br />
- "<i>In Memoriam, Rev. W.P. Rorison, D.D</i>." (from my own collection)<br />
- "<i>A Short Historical Account of Dalserf Parish Church</i>", 1955 (from my own collection)<br />
- "<i>Dalserf Parish Church, Founded 1655</i>", circa 1977 (from my own collection)<br />
- "<i>Fasti Ecclesiae Scoticanae : The Succession of Ministers in the Church of Scotland</i>" (Hewitson Theological Library, Knox College, Dunedin)<br />
- "The Lairds of Dalserf", by C. Henderson-Hamilton (Internet source).<br />
- www.dalserf.org<br />
- South Lanarkshire Council Cemeteries Officer (correspondence 2013)<br />
<br />Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-20017662366412805402018-08-05T18:20:00.001+12:002018-08-17T16:41:43.525+12:00The Heddon Bush School Riot of 1888<div style="text-align: center;">
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<tr><td class="tr-caption">The Heddon Bush School Building and Pupils.<br />
The old Schoolhouse is to the rear.<br />
Taken circa 1939<br />
[Source : "Looking Back 100 Years"]</td></tr>
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The Heddon Bush School riot of 1888 is a story I have touched on before but considered this most unusual story worthy of some further background research in an attempt to find out more about this destructive fracas. For it would be <i>the</i> <i>parents</i> who rioted and damaged the school property and building rather than the pupils! But, as we shall read, this small country school would suffer another 'riot' and I was in fact an eye witness to the second all out fight to the death!</div>
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Our story commences on Friday the 18th February 1881 with the opening of the small Heddon Bush School in rural Central Southland. The school, being sited on a 12 acre 'glebe', had been surveyed prior to the district being thrown open for selection under the 'Deferred Payment System' (lease to buy) only three years previous. But without doubt, one thing that mattered greatly to the new settlers was the education of their children (being a harmonious mix of both Catholic and Protestant) and they worked hard to have a school built and opened.</div>
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The opening of the school took the form of a soiree, concert and evening ball carrying on till "<i>daylight did appear</i>" but presumably being held in a local shed as the school itself was only a diminutive 24ft by 16ft with the public hall not built until 1897. Still, the School Secretary, Mr JH Young; "<i>congratulated the residents of the district on being possessed of a school, and hoped it would flourish. Many older settled districts did not possess such a fine school, and it said much for the energy of the settlers that they had succeeded in such a short time in getting a school in their midst.</i>" As the settlers had experienced "<i>a </i>[great] <i>deal of trouble in getting the school</i>" he hoped that the children would attend regularly. While a schoolhouse had not yet been built this was completed within the following 12 months. </div>
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<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQjCSg-g3uyGYwiaIVYtxGQ70u-n27fy-Lt_ml1yBvCHFpXEqayayDJ0rgphvIDxHj6UUvsZCmn2clC8fHPX-n2fsTvTykDzmFOQtyI7heCb2r9W7QKXI6Igr9SQLpOoPA4JKx6RKiv_M/s1600/HeddonBushSchoolsmall.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="784" data-original-width="992" height="252" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQjCSg-g3uyGYwiaIVYtxGQ70u-n27fy-Lt_ml1yBvCHFpXEqayayDJ0rgphvIDxHj6UUvsZCmn2clC8fHPX-n2fsTvTykDzmFOQtyI7heCb2r9W7QKXI6Igr9SQLpOoPA4JKx6RKiv_M/s320/HeddonBushSchoolsmall.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">Heddon Bush School from the rear, showing the entrance.<br />
The Head Teacher, Mr Samuel Jackson and Mrs Jackson<br />
appear in this image. Taken circa 1916.<br />
[From my own collection]</td></tr>
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The first appointed Teacher, being from March 1881, would be Mr John Armstrong being followed by Mr John Officer. As in future years, all Teachers would be employed by the Southland Education Board but were also directly responsible to an elected School Committee formed of local settlers, generally all having children attending the school. </div>
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The first reference to the apparently divisive <i>Samuel</i> ["Sam"] <i>Rosewell Girle</i> as Teacher at Heddon Bush is May 1882, having been appointed by the Southland Education Board, such appointments usually being renewed every twelve months. Girle would still be in residence as "<i>Head Teacher</i>" through 1887 but his days would now be numbered. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRvRlIbzG0PYq2fij_Tqd4lPt7Duao1tDoBsfYSXMtofSA3iY0tizpqgU5EwCVPuNWEvG3qpo4mwaqrx4Vt3nbthB2epL5nDAQ92HVNt36C-PBiMHDmesHdDq0NleEKTPQpTdL8w17Q-g/s1600/HBSchoolhousesmall.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="645" data-original-width="992" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRvRlIbzG0PYq2fij_Tqd4lPt7Duao1tDoBsfYSXMtofSA3iY0tizpqgU5EwCVPuNWEvG3qpo4mwaqrx4Vt3nbthB2epL5nDAQ92HVNt36C-PBiMHDmesHdDq0NleEKTPQpTdL8w17Q-g/s400/HBSchoolhousesmall.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption">George Hassing with his Wife and Daughter<br />
outside the Heddon Bush Schoolhouse.<br />
Taken circa 1905<br />
[Source : "Looking Back 100 Years"]</td></tr>
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But who was Samuel Girle? Genealogy sources confirm that he had been born in North Shields, Northumberland, England on the 8th May 1821, arriving in Tasmania on the "Boedicea" in 1836. I might add that there is no record of him as being a convict! He appears in fact to have worked here as a Teacher, would marry in 1846, but in 1850 was unfortunately forced to apply for bankruptcy. He appears to have continued teaching thereafter. The first mention of him in New Zealand is when his appointment to the Long Bush school was confirmed in 1879, and then noted as passing an elementary science examination for teachers in March 1880. </div>
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The first hint of trouble at the Heddon Bush school would come in October 1887 with Girle being; "<i>given three months notice of the termination of his engagement</i>" by the Education Board. While the reason is not given one only has to look back at the School Inspector's grading marks for October 1886 so see that Heddon Bush School, at 55% of passes, rated bottom for academic achievement with, for instance, Limestone Plains at 72.3 and Riversdale as high as 76.4 This followed similar results in August 1885. </div>
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The local community were quick to respond, with "<i>a number of residents</i>" petitioning the Education Board on the 4th November 1887 to have the services of their Teacher retained. The Board then referred the matter to the Heddon Bush School Committee for "<i>an expression of their opinion</i>". While their reply has not been published their opinion would strongly support the Board in their original action.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlApbmPix2M0hUvivr_fo6Q1-4wPCvp8gUGtTUohoHBCly7rn5ST6b7ElbLKCjg42snIaIr_W8OCpm9Y3OvZSQs56a8ZPzG2BTYZoPCq4bHHB9jjYJUBJHCDLOGdKsMfW7TI8VXX9pLv8/s1600/Hassingcirca1905small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="681" data-original-width="992" height="273" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlApbmPix2M0hUvivr_fo6Q1-4wPCvp8gUGtTUohoHBCly7rn5ST6b7ElbLKCjg42snIaIr_W8OCpm9Y3OvZSQs56a8ZPzG2BTYZoPCq4bHHB9jjYJUBJHCDLOGdKsMfW7TI8VXX9pLv8/s400/Hassingcirca1905small.JPG" style="cursor: move;" width="400" /></a></div>
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<tr><td class="tr-caption" style="font-size: 12.8px; padding-top: 4px;"><div style="margin: 0px;">
Mr George Hassing with Heddon Bush School Pupils, circa 1905.</div>
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My Aunt and two Uncles appear in the front row</div>
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(from left, 3rd, 6th, and 7th).</div>
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[From my own collection]</div>
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At the Board meeting on the 6th January 1888 it was decided to adhere to their former resolution of termination. But after a deputation of residents waited on the Board asking that any decision be deferred until a new School Board had been elected in April their request was acceded to. </div>
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At the next meeting, being held on the 3rd February 1888, the existing School Committee and represented by their Solicitor Mr Macalister, questioned the Board as to why the notice of termination of engagement had been suspended. The Board responded that; "<i>The object was to enable the householders to give an expression of opinion on the subject</i>". </div>
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On the 23rd March 1888 the Board, and after taking the unusual step of going into committee, "<i>resolved that the committee of the Heddon Bush school be informed that the Board proposed to re-appoint Mr Girle as head teacher of their school till the 31st May next </i>[i.e. 1889]". </div>
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No doubt feeling considerably aggrieved and effectively sidelined, the School Committee, and obviously then wishing to be rid of Mr Girle, took the highly unusual and equally divisive step of writing to the Minister of Education asking him to intervene as they had not been consulted on the Board's decision. The Minister replied that he had not the power to intervene and that, while the committee should be consulted, it was ultimately up to the Board to appoint or dismiss. Mr Girles' re-appointment was duly confirmed on the 4th May.</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2Gmiw0UhcS4t5fO51LbmhXC218vdlY8pO73izIZgtbkZYqjb4k6bbH8spQAlsn_QOHUWG5QpKiOl-Qoj8lk5kABxDNjSBt-sIMblMKqFHjbJve7FwaYwnJie15EIb-Tz1VtDKihD-a1I/s1600/Hassing1small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="992" data-original-width="689" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2Gmiw0UhcS4t5fO51LbmhXC218vdlY8pO73izIZgtbkZYqjb4k6bbH8spQAlsn_QOHUWG5QpKiOl-Qoj8lk5kABxDNjSBt-sIMblMKqFHjbJve7FwaYwnJie15EIb-Tz1VtDKihD-a1I/s400/Hassing1small.JPG" width="277" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">George Magnus Hassing<br />
Heddon Bush Schoolteacher 1888 to 1906<br />
[From my own collection]</td></tr>
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<div>
But most surprising, and considering the intransigence of the Education Board, it was publicly announced in July 1888 that Mr George Magnus Hassing would "<i>take charge of the Heddon Bush school</i>". While published records are now silent on the matter, the memoirs of Mr Hassing give us a fascinating glimpse of what then transpired, being written in his usual lively and entertaining style. Here is an unedited copy of his report of the proceedings and the subsequent "riot"; </div>
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"<i>My predecessor</i> [Girle], <i>an old and worthy gentleman, had for years, unfortunately, made but poor progress with his pupils. He was a teacher of the 'old school', and certainly ignored the new </i>[Education] <i>Act, hence the stagnation. The parents divided for and against retaining him, and the local feud became very bitter indeed. Finally, after a free fight at the annual householders' meeting, a committee opposed to retaining the teacher came into office. As the</i> [Education] <i>Board did not immediately grant their request to remove the teacher, they turned him out of the school and locked the building.</i></div>
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<i>The teacher, however, opened the school in the residence for those who wished to retain him. But one night, under cover of darkness, he made a sortie and captured the school building. When this news reached the committee they armed and rushed for the recapture. They drove out the teacher and scholars, smashed up the table, chairs, windows, and doors. The teacher, finding himself utterly defeated, thereupon left the district, and died a few years after.</i></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizlK3x_iUmcc9LMsP-LkMMP1mYtsB1sHkzRalJQpY0qZLn8QUonZXRciKP2xZk8zhlqR350lufFcuRSRiOb5Y_o2WGScGdxPubs1M_iNt3BPch1p308l6keNdx9AlzU1d14l8d4HQqnI4/s1600/B69small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="714" data-original-width="992" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizlK3x_iUmcc9LMsP-LkMMP1mYtsB1sHkzRalJQpY0qZLn8QUonZXRciKP2xZk8zhlqR350lufFcuRSRiOb5Y_o2WGScGdxPubs1M_iNt3BPch1p308l6keNdx9AlzU1d14l8d4HQqnI4/s400/B69small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Heddon Bush School Pupils, circa 1907<br />
My Father is seated 5th from left, 2nd row from front<br />
beside the Teacher, Miss Minnie Hanning.<br />
[From my own collection]</td></tr>
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<i>Apart from the smallness of my salary as a teacher, I worked overtime till near mid-night for the first month in repairing the broken furniture, pasting up maps, putting in panes of glass etc. I saw at once that it was absolutely necessary to create peace and harmony between the opposing factions in order to make the school a success. I therefore advised them that an important public meeting would be held in the school house. In anticipation of another free fight the meeting was well attended. I then addressed those assembled, stating to them that the unchristian and suicidal policy they had followed, showed them clearly how they were ruining the chances of their children's progress as well as their own social joy, happiness and brotherly feeling. I entreated them to look upon the matter in its most serious aspect, and called upon them as good and honest men to make friends at once.</i></div>
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<i>At the close of my address a wonderful reaction set in. The whole assembly stood up and shook hands most heartily, they fell upon each other's bosoms, and shed tears of joy. After that evening we had uninterrupted friendship and brotherly love among the whole community during the many years it was my privilege to live and labour among them</i>." </div>
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Being written in the years prior to Hassing's death in 1928 I would discount any possibility that he had embellished the story for dramatic effect. Despite being of Danish birth he simply had a wonderful mastery of the English language. Elderly residents of the district would have quickly called him out had he been telling tall tales and there were even a number of first day pupils still living who attended the 68th Anniversary celebrations in May 1949. The unusual anniversary date had in fact been chosen because of this very fact.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHNeJKDReqqxqslmulKmCxhtNe3G3Yv1RREb2k60XKriDugK-A9849cihuOLT4T23nBfecsWWycdgH2tlsGW_akCtXqUzG_yQQQ6ix7nMaVdoDQ_4jVlYt1ewdQ_HILEhAzcXBvpiZroU/s1600/20180626_144024small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="640" data-original-width="992" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHNeJKDReqqxqslmulKmCxhtNe3G3Yv1RREb2k60XKriDugK-A9849cihuOLT4T23nBfecsWWycdgH2tlsGW_akCtXqUzG_yQQQ6ix7nMaVdoDQ_4jVlYt1ewdQ_HILEhAzcXBvpiZroU/s400/20180626_144024small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My Father's Badge & Decade Ribbon from the<br />
Heddon Bush School Anniversary, May 1949.<br />
[From my own collection] </td></tr>
</tbody></table>
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<div>
As to the unfortunate Samuel Girle, and then aged 67 years, he would go on to be appointed as "<i>Temporary Head Teacher</i>" at the new school at Longridge, Balfour in June 1888. Thereafter his name appears at various Southland schools but always on temporary appointments, the last such appointment being in 1889. By 1890 he had moved to Invercargill where he died on the 19th July 1906, aged 85 years. Descendants placed a new headstone over the family grave site in 2016. </div>
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<div>
Even Hassing appears to give Girle a passing compliment in referring to him as "<i>an old and worthy gentleman</i>" and it must be remembered that half the local residents were quite happy to retain him. But retaining old teaching methods and not being readily amenable to change he had simply had his day as an effective Teacher. By comparison, Hassing successfully taught until he was 85 years of age and was much liked by pupils and parents, being not too strict but "<i>if a pupil wanted to learn, he provided the opportunities and the benefits available from even the best of teachers</i>" [written by George Catto, a former pupil of Hassing].</div>
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Now, as to the second Heddon Bush school "riot", this would have taken place around December 1966 and <i>also</i> involved a smashed table and chairs with pupils intent on hitting each other, but let me explain. The Head Teacher, Mr Warner Lamb, had gone to some trouble to go over to Otautau to purchase a quantity of soft "Pinex" wood panels to use as props for an end of year school production. Needing to undertake some other business he left the senior room boys to make these into a makeshift table and chairs. During the play, a cast member would be pushed over the table and chairs in a mock fight and they would safely collapse. It may have been a western themed play but I cannot recall for certain. But things got out of hand when temptation became too much and a few boys were whacked with pieces of pinex. Then it became a free for all and a matter of self preservation although I recall that the girls kept well out of it saying that there would be big trouble when the teacher returned.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDvExUhcOzaJGI1bezdtPRaGSLIzm_KqtyoWfACMNJU7-rHFTd3sqTi0Uo6mfOmYOkwfVwC5yEltBBVxqpLwRx97h6wBRIEaS7onhrbOMJkpP7u9fDXVVLhQD8loRBt9IArQFEbokkY7I/s1600/PICT0003small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="661" data-original-width="992" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDvExUhcOzaJGI1bezdtPRaGSLIzm_KqtyoWfACMNJU7-rHFTd3sqTi0Uo6mfOmYOkwfVwC5yEltBBVxqpLwRx97h6wBRIEaS7onhrbOMJkpP7u9fDXVVLhQD8loRBt9IArQFEbokkY7I/s400/PICT0003small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Newly Extended Heddon Bush School,<br />
Taken early 1965<br />
[William Dykes Photographic Collection]</td></tr>
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Naturally he was furious at his precious pinex being smashed up in such a manner and <i>all</i> the boys, including myself, were given a stern lecture including the strap, regardless of culpability or age. This was not the only occasion where all the mixed age male pupils in this classroom were strapped and on one occasion it turned out that none of us were at fault. But nothing was said, no apologies, no complaints from parents, these were just very different times. </div>
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Having met this same (and now far less scary) teacher again at the 125th celebrations in 2006 he was quite blown away and perhaps, I even thought, rather emotional at the academic achievements of his former pupils so perhaps such punishment had its place after all! Having said that, my Scottish born Grandfather strongly believed in the birch as a form of punishment, perhaps having been forced to submit to this in his youth. But then he was, as was his brother, both very high achievers, a Solicitor in Edinburgh and a First Class Marine Engineer. But seriously, I believe it is always a qualified and engaged teacher who has the ability to bring out the best in and inspire their pupils onto greater things in life. Both Mr Hassing and Mr Lamb undoubtedly had these attributes.</div>
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<b>All Rights Reserved</b></div>
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<br /></div>
<div>
<b>Sources :</b></div>
<div>
<br /></div>
- Personal Family Papers and Photographs (held by the writer)<br />
- William Dykes Photograph Collection (held by the writer)<br />
- "Papers Past" [National Library of New Zealand / Te Puna Mātauranga o Aotearoa]<br />
- "The Memory Log of G.M. Hassing", 1930 (from my own collection)<br />
- "Looking Back 100 Years - Heddon Bush School 1881-1981" (from my own collection) Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-14939064015643327782018-07-23T07:09:00.003+12:002018-07-24T16:31:15.284+12:00"Bunny is Getting it in the Neck" - Tackling The Rabbit Plague in Southland <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7hJov5Ct0kNEejynCqmp6iEDoTE65kczjHSJOnl7kGgEmiHvatG3Rigz6GdRA6B1wWuhrNbGuXkBGWwg29fsACucGIF4jVHy04ehU_Aqbbo-Fjw_CA_L4TbSAY-dUcuBTDe7p0nUjkSY/s1600/Rabbitsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="892" data-original-width="992" height="358" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7hJov5Ct0kNEejynCqmp6iEDoTE65kczjHSJOnl7kGgEmiHvatG3Rigz6GdRA6B1wWuhrNbGuXkBGWwg29fsACucGIF4jVHy04ehU_Aqbbo-Fjw_CA_L4TbSAY-dUcuBTDe7p0nUjkSY/s400/Rabbitsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sign at Rabbiter's Residence, Otahuti, April 1964<br />
Photograph taken by William Dykes<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: center;">
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Having been innocently introduced as a source of fur and meat it would now be hard to comprehend the wholesale destruction, financial ruin, and complete utter despair that the rabbit plague has caused in Southland. Unfortunately for many, including those in Central Otago, the rabbit problem is ongoing.<br />
<br />
Rabbits appear to have been introduced into Southland by whalers as early as 1843. Historian and early landowner Mr WHS Roberts observed in 1857 that they were then well established from Riverton (a former whaling base) and along the sand dunes of the Oreti Beach but had not yet crossed the Jacobs [Aparima] or Oreti Rivers or spread inland. Rabbits were, at this time still "<i>regarded as a novelty which would in time provide sport for the gun</i>".<br />
<br />
By the 1860's rabbits were now well established in Southland and rapidly spreading inland. By the mid 1870's they had become an invasion, having "<i>taken complete charge of the land, and were destroying it</i>". Up till now the only real problems had been wild pigs and marauding wild dogs but these were nothing in comparison to the rabbit plague.<br />
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In May 1877 the Wallace County Council passed a resolution; "<i>calling the serious attention of the Government to the incredible rapidity with which the rabbit nuisance was increasing in that county and in adjoining portions of the Southland County, more especially in pastoral districts</i>." The Council had found, with some considerable alarm, that the annual value of the pastoral districts were, due to being overrun with rabbits, now diminishing thus affecting Council income.<br />
<br />
The Council stressed; "<i>that unless energetic means were immediately adopted towards exterminating the pest, large portions of Crown lands or public estate in the colony would be absolutely valueless before the expiry of the existing</i> [land] <i>leases, while the balance would be seriously deteriorated in value</i>." Unoccupied Crown land, including reserves, bush and other unsold land had now become; "<i>gigantic nurseries for the propagation of this scourge throughout the district</i>."<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCerBIT3VkXyydzIEqzCQiBRhg49abs3zMQpHLo55WTovNOSxuiCjSl3POiUrWdSTeA15ls6sSUmUk0srhiH9KJqhbAgDWEClZjd-HBf3vVcBQuPRV1QoEVq2I9XVEwwxqfnKEEu5OXFM/s1600/Ferretssmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="631" data-original-width="992" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCerBIT3VkXyydzIEqzCQiBRhg49abs3zMQpHLo55WTovNOSxuiCjSl3POiUrWdSTeA15ls6sSUmUk0srhiH9KJqhbAgDWEClZjd-HBf3vVcBQuPRV1QoEVq2I9XVEwwxqfnKEEu5OXFM/s400/Ferretssmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">Pet Ferrets kept by my Father for Rabbiting.<br />
Taken early 1920's<br />
[From my own collection]</td></tr>
</tbody></table>
<br />
Brothers Richard and David Spence, being the lessees from 1870 to 1880 of the large Heddon Bush Station, Run No 153 in Central Southland, encountered the full devastating effects of the rabbit plague which greatly reduced stock carrying capacity and thus their income. The "Old Man Flood" of 1878 coinciding with an economic slump led to them being forced to put the property up for auction in 1880. Having made their money as retail merchants they lost it all on the land. The new Station owner, Mr John Tennant, appears to have had slightly better success at rabbit control; "<i>The rabbits were very bad on the river flat but with trapping and poison they were got almost completely under control</i>."<span style="font-family: "times new roman" , serif; font-size: 12pt;"> </span>Closer settlement of the newly surveyed and settled blocks on the "Hundreds" will also have aided control with small holding farmers naturally keen on minimizing damage to their precious holdings, their livelihood depending on it. But "control" would never equate to complete extermination.<br />
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By the 1880’s, the rabbit infestation was now endemic throughout Southland. “Te Ara”, the Encyclopedia of New Zealand, states that the carrying capacity of one Southland station had fallen from 50,000 to 20,000 sheep. While rabbit numbers subsided through the 1890’s this respite would be short-lived. The serious matter of rabbit control again came to the fore at the Farmer’s Union Conference held at Invercargill on the 20th December 1901, being attended by my Gt. Gt. Uncle, a large landowner in Central Southland. A remit was passed calling on the Government to “...<i style="mso-bidi-font-style: normal;"> enact legislation
for the systematic poisoning of rabbits as trapping had proved unsuccessful</i>”<br />
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Trapping did however prove lucrative. Two trappers working
in the Drummond district during 1916 had been trapping and killing up to 200
rabbits per night, averaging an income of £7 per week for the sale of skins,
rabbit furs being a sought after commodity. In January 1916 Otago and Southland
exported a total of 659,155 skins with a commercial value of £9,092 [NZD$1, 273,379.00 in today's values]. <o:p></o:p><br />
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Naturally more than a few rabbits that had been trapped or shot ended up in the stew pot. In 1981 the late George Catto of Heddon Bush in Central Southland (whom I well remember) reminisced of his schooldays prior to 1907 that after the departure of their long-serving Teacher Mr George Hassing and being succeeded by Miss Minnie Hanning, "<i>a strong disciplinarian</i>", that; "<i>no longer were the big boys able to extend their lunch hour to two hours while they went rabbiting, knowing full well that the presentation of a rabbit to the teacher would serve to avert the wrath for which might have been called down on them for their misdemeanours</i>."<br />
<br />
As my two Uncles were then classmates of George they would also have been complicit in this activity. I am assuming that the boys, and being of primary school age, may have had unsupervised access to a rifle, something that would certainly not happen today, let alone having a two hour lunch break! George Catto also notes that, "<i>In common with other farmers' sons, I got no wages for my work on the farm in those early days and any money which I earned came from catching rabbits for their skins, from a little shearing, and from working on the threshing mill</i>."<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhb-wpNlaCJuxq2g6eTKeEEO_aPN8oTRl3HDEmJ9Or62WaDaVB6SDvCzRNf1XlFHoE9T4EzjquG2rkCE9rQiYWss13BozVUQUFIdEuXdFCFeouJvnVEWRYDwM_XDcvJJF7rYX8xBF7e4vo/s1600/RabbitinJellysmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="181" data-original-width="992" height="72" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhb-wpNlaCJuxq2g6eTKeEEO_aPN8oTRl3HDEmJ9Or62WaDaVB6SDvCzRNf1XlFHoE9T4EzjquG2rkCE9rQiYWss13BozVUQUFIdEuXdFCFeouJvnVEWRYDwM_XDcvJJF7rYX8xBF7e4vo/s400/RabbitinJellysmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"St. George" Brand "Rabbit in Jelly", Dunedin<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: center;">
<div style="text-align: left;">
<br />
Particularly heavily hit by the rabbit plague, Central Otago Councils had by 1921
resorted to forming “Rabbit Boards” to co-ordinate “<i style="mso-bidi-font-style: normal;">the destruction of the rabbit pest</i>”. The “Dunstan Times” emphasized
the benefits of co-ordinated, systematic and scientific means of eradication
and control. The cost of the Rabbit Board would be a levy on Council rates of
up to 1d in the pound with the power to borrow money for the purchase of
rabbit-proof netting, the employment of men to carry out the work, and the
State would additionally pay a subsidy of £1 for £1. <span style="mso-spacerun: yes;"> </span></div>
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This concept appears to have been slow to come to fruition
in the south. The Wallace County Council had by at least 1921 employed a “Rabbit
Inspector” with the power to request landowners – and the Council itself - to
undertake eradication work. But if extermination around the district was not
consistent “<i style="mso-bidi-font-style: normal;">the bunny</i>” simply
returned.<o:p></o:p></div>
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Rabbiting and the sale of fur skins continued to provide a
good income. Common methods of extermination and eradication included
spring-loaded rabbit traps, shooting, rabbit-proof netting, portable cynogas rabbit
exterminator machines operated by means of fumigation, poison (phosphorized
pollard, phosphorized oats, strychnine, and carbon bisulphide) and the use of
dogs. Ferrets could also be employed to force the rabbits out of their burrows
which were often particularly bad along the banks of streams and rivers, in
gorse hedges, around trees, and on uncultivated land.<span style="mso-spacerun: yes;"> </span><br />
<div style="text-align: center;">
<span style="mso-spacerun: yes;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikSWdyilDf_HGb6y9RVxANQy9oh5lXnNhotqxO3YMkuYFqCXjuUMSoCAvT4z3kXVOaXtBCDdz3JZ6YwJH5btqIjK6_1wK3OaIrGm1CitLQIv6_Z6Ear1QBWFYUUjkguE2qZE4BdqMEASY/s1600/RabbitinJelly2small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="234" data-original-width="992" height="93" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikSWdyilDf_HGb6y9RVxANQy9oh5lXnNhotqxO3YMkuYFqCXjuUMSoCAvT4z3kXVOaXtBCDdz3JZ6YwJH5btqIjK6_1wK3OaIrGm1CitLQIv6_Z6Ear1QBWFYUUjkguE2qZE4BdqMEASY/s400/RabbitinJelly2small.jpg" style="cursor: move;" width="400" /></a></div>
</td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px; padding-top: 4px; text-align: center;"><div style="margin: 0px;">
"St. George" Brand "Rabbit in Jelly", Dunedin</div>
<div style="margin: 0px;">
[From my own collection]</div>
</td></tr>
</tbody></table>
<span style="mso-spacerun: yes;"><br /></span>
<span style="mso-spacerun: yes;">My Father's family in Central Southland, and owning 459 acres of flat arable land, employed various methods of rabbit extermination including phosphorised pollard (poisoned wheat bran), poisoned oats, shooting, trapping (I recall the fierce looking traps), smoking out [fumigating], and my Father also kept pet ferrets that would fearlessly go down rabbit holes. A bottle of strychnine was found after my Uncle's death and this method of poisoning was also made use of. Occasionally they also used a commercial rabbitter, mostly using poisoned oats. This is m</span>y Uncle's recipe for phosphorised pollard from 1926, noting in his diary, "<i>Results good</i>” :<br />
<i><br /></i>
<i>4 cups pollard (fine bran and flour)</i><br />
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<i>3 cups sugar<o:p></o:p></i></div>
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<i>2 cups water<o:p></o:p></i></div>
<div class="MsoNormal">
<i>Boil then add –<o:p></o:p></i></div>
<div class="MsoNormal">
<i>4” phosphorus & 15 to 20 drops essence of
aniseed<o:p></o:p></i></div>
<br />
By the 1920's rabbit skins were also becoming an increasingly valuable commodity. In 1926 the
“Otautau Standard and Wallace County Chronicle" reported that “<i style="mso-bidi-font-style: normal;">Bunny is getting it in the neck</i>” with skins worth from £5 to £6 per hundred, and
with not a few townsfolk earning a few extra pounds <i style="mso-bidi-font-style: normal;">“by spending their half-holidays and every possible spare hour in
pursuit of ‘Brer Rabbit’</i>”.</div>
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By 1931, and in the depths of the depression, “The
Unemployment Board” encouraged “…<i style="mso-bidi-font-style: normal;">every
unemployed man to make every endeavour to secure other work as days worked
outside the scheme are all to the good. With the rise in the value of rabbit-</i><i>skins there is every
opportunity to make a living by catching Brer Rabbit</i>…” It was no accident that rabbit skin furs were then a popular fashion accessory with a ready demand. Furs would be made into coats, stoles and hats.<br />
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Although not unemployed, my own Father resorted to earning 'pocket money' from the sale of rabbit skins for their fur as the family farm at Heddon Bush
was not in a sufficiently financial position to be able to pay him an actual
wage. My Great Uncle on another farm in the district made good use of a .22
calibre “Winchester Repeater” rifle with a mounted
sight which was later in my possession. Rabbits were, over these years until the establishment of the Rabbit Boards, apparently "<i>the bane of his life</i>".<br />
<br />
To put the problem into perspective, after laying poison in July 1932 my Uncle notes a kill of 306 rabbits from an area of 259 acres. But this would be ineffective if neighbours did not undertake similar extermination measures. During 1932 to 1933 a home built rabbit smoker also proved "<i>highly successful</i>" with a kill tally of 100 on the first day but on the second day the “<i>smoker backfired & burst bellows</i>”. But it would be repaired and be successfully used over a number of days. Incidentally, this smoker would also prove effective on rats, smoking out 161 rats from their warrens over a two day period.<span style="font-family: "times new roman" , serif; font-size: 12pt;"><br /></span>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGgh8WdwQGR28J2yQOQv4Kp6VYajneWlsJGUAxzwGSTMPqo1PscoQzOoZfnK_mK5vGPqwhz8OKCPaYVewvCaGcZ9OGdtElzx2QJ-2iwBPhMkZJSXkSgULtYCaZvqsbcnHP4K2r2Q1H1Mw/s1600/nlnzimagesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="359" data-original-width="992" height="143" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGgh8WdwQGR28J2yQOQv4Kp6VYajneWlsJGUAxzwGSTMPqo1PscoQzOoZfnK_mK5vGPqwhz8OKCPaYVewvCaGcZ9OGdtElzx2QJ-2iwBPhMkZJSXkSgULtYCaZvqsbcnHP4K2r2Q1H1Mw/s400/nlnzimagesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">Cargill Brand "Canned Rabbit Bone In",<br />
Invercargill, circa 1940's<br />
[Source : National Library of New Zealand]</td></tr>
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In 1932 the Secretary of the “Southland League” wrote to the Wallace County Council in regards to the scheme for “Rabbit Control” whereby the Council would contribute on a pro-rata basis with three representatives on the proposed Board. The “<i>extermination of rabbits</i>” would be organised under the No 11 Scheme for the Unemployed, single men being paid 30/- per week and married men £1 per week. But to succeed it would need to be a combined and co-ordinated effort with each Riding adopting the proposal. But Councils could later administer the scheme within their own Riding. While some in the Wallace Council were opposed to the cost as an additional burden on all farmers, some of whom did not require the service, the vote was carried 5 to 4 in favour of supporting the scheme. </div>
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Although apparently not as heavily hit as other provinces,
the rabbit infestation reached another peak throughout Southland in the 1940’s,
perhaps due to the lack of available manpower during the war. In April 1941 my Uncle purchased strychnine from the Inspector of Stock at Otautau, assumedly for rabbit control, but in June 1941 would again bring in a commercial rabbitter who laid poisoned oats. The rabbits were then skinned as the furs still had a commercial value. While my Uncle purchased a quantity of "<i>rabbit netting</i>" at this time, this fine mesh fence netting ordinarily being placed along the bottom of fence lines and also dug into the ground to deter burrowing, it appears to have been used for other purposes. But such netting would be much used in the high country and in Central Otago.<br />
<br />
My Uncle also notes that he voted at a "<i>Rabbit Board Election</i>" at South Hillend in October 1941. This would appear to be the forerunner of the later Rabbit Boards, of which there would be one hundred throughout New Zealand by 1946. South Hillend Rabbit Board Rates levied for the year 1944 to 1945 were £7.13.1 [NZD$606.00 in today's values] based on 459 acres while the Wallace County Council annual rates were £23.4.7 so the cost to farmers to eradicate the rabbit nuisance came at a heavy cost.<br />
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But this further 'infestation' would prompt new
moves to permanently eradicate the problem. In 1947 the Government enacted “The
Rabbit Nuisance Amendment Act 1947” which empowered the Rabbit Boards to kill
all rabbits almost regardless of cost, to co-ordinate staff and resources as
required, and to "<i>de-commercialize the rabbit industry</i>". Central Government would
pay a subsidy on a pound for pound basis. Maximising post war food production
both for New Zealand and Britain (which was still heavily reliant on food produced by its Dominions) was no doubt the driving force.<o:p></o:p><br />
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Thereafter the local Rabbit Boards were funded either by
direct County Council levies on rates or, as in the case of the Wallace County
area, a separate Rabbit Board
rate. This system continued successfully for many years thereafter. I can
myself only recall isolated and occasional pockets of rabbits or evidence of
rabbits on our own farm at Heddon Bush in the early to mid 1960’s, particularly
tell-tale burrows along stream banks and under macrocarpa trees. Any evidence
of recent activity or sight of "Brer Rabbit" would be promptly reported with the Rabbit Board man appearing
within the next day or so to eradicate the new infestation.<br />
<br />
The now very dead
rabbits would usually then be handed over to us to skin and cook up for rabbit
stew, something that would later be frowned upon due to the risk of them being diseased or having possibly ingested toxic poisons.<span style="mso-spacerun: yes;"> This really is a shame as rabbit meat is very tender and quite delicious. Rabbit meat is however available from strictly controlled and licensed sources such as "Fare Game" in Invercargill, the product being sourced from the Central Otago district [Link <a href="http://faregame.co.nz/access/wild-rabbit-and-hare" target="_blank">HERE</a>] where rabbits numbers are again out of control.</span><br />
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<span style="mso-spacerun: yes;">Of all the old family cookery books I hold only the tried and trusted New Zealand Women's Division of Federated Farmers (WDFF) Cookery Book for 1965 lists a number of recipes, one being shown below. There are however plenty of recipes for rabbit stew on Internet.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKS2ThBcxjfXMorQVjXmkTGSjUCxC-QpqrhpZKcbP6L0jc1eEyDXX64pGnm3RfC01dvJ3slpqtdo_YoQRR73M87IK0XougpfRoFr8hW9Bpahe1DGs0EmhyMh5bbwysn4iXohLZDF_bDGc/s1600/Recipe1small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="248" data-original-width="992" height="98" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKS2ThBcxjfXMorQVjXmkTGSjUCxC-QpqrhpZKcbP6L0jc1eEyDXX64pGnm3RfC01dvJ3slpqtdo_YoQRR73M87IK0XougpfRoFr8hW9Bpahe1DGs0EmhyMh5bbwysn4iXohLZDF_bDGc/s400/Recipe1small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Recipe for Baked Rabbit taken from the<br />
Women's Division of Federated Farmers of New Zealand<br />
Cookery Book published 1965</td></tr>
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<span style="mso-spacerun: yes;">While local Rabbit Boards have now disappeared into history, the furry menace now able to be be at least adequately controlled in Southland, the Southland Regional Council have strict regulations which places a personal responsibility on landowners to control rabbit numbers; </span><br />
<span style="mso-spacerun: yes;"><br /></span>
<span style="mso-spacerun: yes;">"</span><i>Land occupiers within Southland shall control rabbits on the land they occupy to reasonable levels at their own expense to reasonable levels. No person shall possess, sell, breed, transport or release live rabbits on or to Stewart Island/Rakiura, any offshore island, any island or area enclosed by a predator proof fence. No person shall release any rabbit into the wild within Southland.</i>"</div>
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Suggested methods of control and extermination today include shooting, poisoning, fumigants, commercial pest controllers, and any means of prevention or exclusion. In areas of New Zealand the rabbit virus has been introduced as a means of control but as the Council themselves state, this is not the "<i>silver bullet</i>" to totally eradicate the problem.<br />
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It was only just over a week ago that national publicity was given to Jane Avery, a Dunedin Designer who is hiring a rabbiter to catch rabbits in the Central Otago area with the fur being made into luxury rabbit fur coats under the "Lapin" brand and the meat used as pet food. Avery calls rabbit fur an "<i>eco-conscious and environmentally friendly</i>" product which avoids the use of non-degradable synthetic faux fur while making productive use of what is otherwise considered a pest (and a now rapidly increasing one in this area). Each coat takes up to six weeks to manufacture and uses between sixteen and fifty-five rabbit skins.<br />
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Whatever your views on animal welfare and the various methods of rabbit control, we would not wish to go back to the earlier days of rabbit plagues virtually devouring all that the land produced and bringing despairing landowners to the brink of financial ruin. According to one contractor quoted in "The Otago Daily Times" this month, some large Central Otago landowners are already having to spend up to $100,000 annually on rabbit control including reverting to the highly contentious 1080 poison (sodium fluoroacetate).<br />
<br />
That invasive and destructive species such as the rabbit, opossum or red deer could have been so innocently introduced into this country and to have caused such ongoing problems and expense reaffirms the unique but fragile environment that is New Zealand.<br />
<br />
<b>All Rights Reserved</b><br />
<br />
<b>Sources :</b><br />
<br />
- Papers Past / Te Puna Mātauranga o Aotearoa<br />
- Te Ara Cyclopedia of New Zealand<br />
- Personal family papers<br />
- William Dykes Photographic Collection (held by the writer)<br />
- “West to the Fiords”, By FWG Miller, 1954 (from my own collection)<br />
- “Historical Southland” by FG Hall-Jones, 1945 (from my own collection)<br />
- "Looking Back 100 Years - Heddon Bush School 1881-1981" (from my own collection)<br />
- Southland District Council<br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-37606565133715716902018-07-15T09:45:00.000+12:002018-10-24T15:54:13.624+13:00The Story of the Homer Tunnel Project - and of a Bedford Truck<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSzu-cRYz1MG6kqQGNQRRqO48y7qwMYWrd1fNd2NKLnOiGpmW9d7hXTnb5loYcQwHbqp2AaY9QsrhA4KXj1gtoqJShNZ19H7uq_bnpPoy-PIMg5NdJ5y8YRdApYV48q1Snywhnfn6gOaA/s1600/p20115sm.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="351" data-original-width="500" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSzu-cRYz1MG6kqQGNQRRqO48y7qwMYWrd1fNd2NKLnOiGpmW9d7hXTnb5loYcQwHbqp2AaY9QsrhA4KXj1gtoqJShNZ19H7uq_bnpPoy-PIMg5NdJ5y8YRdApYV48q1Snywhnfn6gOaA/s400/p20115sm.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Eastern Portal of the Homer Tunnel 1935<br />
and showing what is most likely a Bedford Truck<br />
[Source : Invercargill Museum & Art Gallery, Ref 2004.936] </td></tr>
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While completing a large family history I discovered that my family had purchased a 1934 Bedford WLG 26HP truck used on the Homer Tunnel project during the late 1930's. The tunnel enabled a road to be pushed through the mountainous Darran Mountain Range in Fiordland and onwards down the Cleddau Valley to Milford Sound. But not only was there correspondence concerning the sale of the vehicle but also photographs taken of the truck after this date so I felt it would be worthwhile to tell something of this story.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3bN1yIZ3oIRItNVZnHl2a3w5hK_Hnlowf4p64FgVpcziMtX12XqZ0Idn9g-cWjNn-jIIXif14RVMdcNulo6DfGC3rhGxo4l6ztly3yWm2gccLh_PVUWszClUYRRju0otLOjDvpOruySg/s1600/Fiordland.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="708" data-original-width="896" height="315" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3bN1yIZ3oIRItNVZnHl2a3w5hK_Hnlowf4p64FgVpcziMtX12XqZ0Idn9g-cWjNn-jIIXif14RVMdcNulo6DfGC3rhGxo4l6ztly3yWm2gccLh_PVUWszClUYRRju0otLOjDvpOruySg/s400/Fiordland.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Location of the Homer Tunnel on the Road <br />
from Te Anau through to Milford Sound<br />
[Source Google Maps] </td></tr>
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According to IPENZ, which commemorates engineering heritage in New Zealand, the Homer Tunnel project itself commenced in 1935 with men using pick, shovel and wheelbarrows to bore a 1,240 metre long tunnel through solid granite type rock. The route through to Milford Sound had been promoted "<i>because of the route’s potential tourism value</i>." with the work to be undertaken by the New Zealand Government Ministry of Works. This would additionally provide useful unemployment relief work for men during the depression years. Work was apparently paid "<i>on the basis of progress</i>" with wages being extremely low.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgJC3FXnslTQDSVeTVpIHTtVlz1JW85xvmZlFnaGY4Qd5rYUF9qSIYvnz2BdicRkhUkMrVjPoX-ZSzXVM_tQDP1_EtQQgltzGlrPsew1zO0y900kg26dTqtlg6JI9dA2R35nMCjjhNt44/s1600/construction.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="577" data-original-width="750" height="307" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgJC3FXnslTQDSVeTVpIHTtVlz1JW85xvmZlFnaGY4Qd5rYUF9qSIYvnz2BdicRkhUkMrVjPoX-ZSzXVM_tQDP1_EtQQgltzGlrPsew1zO0y900kg26dTqtlg6JI9dA2R35nMCjjhNt44/s400/construction.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Tunnel Construction by Pick and Shovel<br />
[Source : Alexander Turnbull Library]</td></tr>
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But following an avalanche in 1937 which killed the Engineer-in-Charge, Mr D.F. Hulse, and the Tunnel Works Overseer, Mr T.W. Smith, the approximately 40 workers employed on the site were withdrawn for safety reasons. From 1938 the tunnel contract would then be let to Downer and Company Limited. But even then weather conditions and the ever present risk of winter avalanches would bring work to a halt with the men being withdrawn. Rocks falling from above the tunnel portals also presented an ever present danger. The tunneling work itself would not be without some risk although the only recorded deaths and major injuries were through avalanches. The work was also hampered at times by water within the tunnel, entering through fractures in the rock.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4AEAJpk4WrhPjuQFRAm91gADkqUBEpwVQYsJfwOIXE1Q4iaz7-H4gkoOMhFrkYqwq8iPBqsEPNpuT9OCSXSRqTy_Y6Xjg6m8K0qyzZm9A6_yd2er7qBU6a4l0zHCWr63mnq_k8D8AClw/s1600/12677small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="662" data-original-width="992" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4AEAJpk4WrhPjuQFRAm91gADkqUBEpwVQYsJfwOIXE1Q4iaz7-H4gkoOMhFrkYqwq8iPBqsEPNpuT9OCSXSRqTy_Y6Xjg6m8K0qyzZm9A6_yd2er7qBU6a4l0zHCWr63mnq_k8D8AClw/s400/12677small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"Homer Camp"<br />
[Source : University of Otago Hocken Collections] </td></tr>
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The conditions the men had to endure in this isolated alpine environment were, to say the least, severe. Accommodation was provided at the Ministry of Works "Homer Camp", a small settlement first of canvas tents then promitive wooden huts fitted up with fireplaces but no insulation and with no amenities within easy reach. The cold was all pervasive and made worse by alpine winds blowing through the valley. Weather conditions can be changeable at any time. Driving through the Gertrude Valley leading up to the eastern tunnel portal on my way to Milford in late November 2017 (ie, late Spring) we encountered a layer of cold, damp fog hanging over the entire valley. On the return journey, and again at the eastern tunnel portal, we were able to get out and inspect the icy deposits of snow that had not yet melted while a brisk wind whipped through the area. For public safety this is still a "no stopping zone" during the 'avalanche season'.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi55TN1JFYRn8mSShzr8yj2zipW3FtUHKCokDQ5HYqbkLrJAxZPymN0z08zjB34pmC-hKIiqwiS7Gg3tHD2sEweljQqIQmxpT_CL3E5pSeK8VgJJ6xgWCvM346S43mkZQo-1pLKzlA9HG4/s1600/DSCF3082smallJPG.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="744" data-original-width="992" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi55TN1JFYRn8mSShzr8yj2zipW3FtUHKCokDQ5HYqbkLrJAxZPymN0z08zjB34pmC-hKIiqwiS7Gg3tHD2sEweljQqIQmxpT_CL3E5pSeK8VgJJ6xgWCvM346S43mkZQo-1pLKzlA9HG4/s400/DSCF3082smallJPG.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Vehicles waiting to enter the Homer Tunnel.<br />
Taken on a cold, foggy morning, 24 Nov 2017<br />
[From my own collection]</td></tr>
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This area, which sees no direct sun for six months of the year, receives an annual rainfall of around 6,000 mm and frequent heavy snowfalls, is now constantly monitored during the colder months. Even in winter this is a prime tourist route but in summer becomes manic, the trip to Milford Sound being the highlight for most overseas visitors. The men who lived and worked in these inhospitable conditions probably had no realization of the impact this tunnel would have on the tourist industry in the decades to come or the pleasure this very isolated but stunningly beautiful (albeit still rather challenging) 144 mile Highway through to Milford Sound would give millions of visitors and tourists.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidrSclJZhpQTQwxR-PyOgDyBJaif0u1aPKBt9uiLEHHL5XDSOZBNZujoMXnFjtv7mleaQYdhP2ty-qVt2-E-3K_xDoOk-rciHthsPAi2ZksRwiA57-JrYIWgPKbm5OBBP57DraEzzJvC4/s1600/DSCF3139small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="744" data-original-width="992" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidrSclJZhpQTQwxR-PyOgDyBJaif0u1aPKBt9uiLEHHL5XDSOZBNZujoMXnFjtv7mleaQYdhP2ty-qVt2-E-3K_xDoOk-rciHthsPAi2ZksRwiA57-JrYIWgPKbm5OBBP57DraEzzJvC4/s400/DSCF3139small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Homer Tunnel Carpark which emphasizes<br />
the extreme alpine nature of the area.<br />
[From my own collection]</td></tr>
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While communication was provided from the Camp via a phone line down to Te Anau I would suspect that it was probably no more effective than the telephone line to Milford Sound that existed through to the 1980's and which I had to use on a number of occasions in the course of my Post Office work. One could often hardly hear the Postmistress on the other end and wet conditions would mean that there was not enough power getting through the line to even make it ring at the other end so a radio telephone was used in Te Anau to alert Milford to pick up the phone. Often I would simply resort to sending a service telegram.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7D3tHgV8BtDvr7Y5JPH3dOEWThHHqsLxSvVYwooUTKYMJRz0mZAaSlu6IYt-hMXldw4uqHoGV2XGdYf2IvqmH7r-VEbeft7kJVr0wAiYC96XEo5i77UvbRIxE4xy5KqCl_pXCrKqoLaE/s1600/DSCF3145small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1323" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7D3tHgV8BtDvr7Y5JPH3dOEWThHHqsLxSvVYwooUTKYMJRz0mZAaSlu6IYt-hMXldw4uqHoGV2XGdYf2IvqmH7r-VEbeft7kJVr0wAiYC96XEo5i77UvbRIxE4xy5KqCl_pXCrKqoLaE/s400/DSCF3145small.JPG" width="298" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">These twisted metal reinforcing rods are all<br />
that remain of the "shelter" destroyed by<br />
an avalanche in 1945.<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
The start of the Second World War led to a winding down of work on the tunnel although the initial 'hole through' was at least achieved in February 1940 prior to widening to the required dimensions of 5.5m by 7m. This work would be resumed in the early 1950's, there having been a shortage of labour in the years immediately after the war ended in 1945. The 1.2 kilometer tunnel rises from the western portal at a relatively steep gradient of 1 in 10 and remains partially unlined although it has been further widened in the years since full completion in 1953.<br />
<br />
For safety reasons traffic lights restrict the traffic to one way although two passenger vehicles could now - and for awhile did - pass within the tunnel. At the eastern portal can be seen the remains of a solid reinforced long concrete shelter, having been built to reduce the risk from avalanches. But this extended portal entrance would itself be destroyed by an avalanche in 1945, only the reinforced and twisted mountings being visible today. A very solid looking steel truss avalanche and rock shelter has now been constructed at the western portal to reduce the obvious risk from the sheer cliff face above.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4lUR6IXUCupS8DP_83b88Y0ZXk37AaGXzgpT2haAeM3H569s6TUq1ySrWnN8upxDEAazdncCPpup2B93boOyvHFsmcwqiznbaHmXBavLxVGMCnnTkb9ytX7nvHWRZcyeMgoEKVVzAd-I/s1600/Western+Portal+small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="576" data-original-width="992" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4lUR6IXUCupS8DP_83b88Y0ZXk37AaGXzgpT2haAeM3H569s6TUq1ySrWnN8upxDEAazdncCPpup2B93boOyvHFsmcwqiznbaHmXBavLxVGMCnnTkb9ytX7nvHWRZcyeMgoEKVVzAd-I/s400/Western+Portal+small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Challenging and Steep Hairpin Bend Road Leading <br />
up the Cleddau Valley to the Western Tunnel Portal<br />
under the Sheer Face of the Homer Saddle<br />
[Source : Google Maps]</td></tr>
</tbody></table>
<br />
If you would like to experience the steep drive up the Cleddau Valley hairpin bends and then up the 1 in 10 gradient through the tunnel here is a great 4 minute 52 second video of the journey (best to watch full screen to gain a proper perspective of the climb up the valley) :<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/LcCTmlXFHCg/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/LcCTmlXFHCg?feature=player_embedded" width="320"></iframe></div>
<div style="text-align: center;">
<br /></div>
<br />
But returning to our Bedford WLG truck, my Uncle sent a telegram to a Mr A.L. Knipe at Homer Tunnel in July 1941 inquiring about the availability of the truck. It appears that the truck and other plant had been advertised for sale as the work had wound down due to war conditions.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmrQ3E_pj7FV5FsF5o-oFgj_O2UiyIANBwo1ZoIbfIhvmyC7745w00PP1mcldHFQVtTOuU6jCw53x1rfLDsFVAypXaATYEY5kf4XQq5eNOfXUHxL5MOj0kqda2lupT3klwUauYI-0qe7w/s1600/HomerTelegramsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1075" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmrQ3E_pj7FV5FsF5o-oFgj_O2UiyIANBwo1ZoIbfIhvmyC7745w00PP1mcldHFQVtTOuU6jCw53x1rfLDsFVAypXaATYEY5kf4XQq5eNOfXUHxL5MOj0kqda2lupT3klwUauYI-0qe7w/s400/HomerTelegramsmall.jpg" width="368" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Telegram from Homer Tunnell to Heddon Bush<br />
[From my own Collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
The extant reply, being a telegram from "<i>Homer Tunnel</i>" to "<i>Heddon Bush</i>", would without doubt be pretty unique today. It would appear that Knipe was the Officer in Charge and was selling the truck on behalf of Downers, his employer. I have endeavoured to find out more about Mr A.L. Knipe but so far without luck. His name is only listed in the Homer Tunnel history as he was a Downer's man rather than an M.O.W. employee. Possibly a brother, "<i>C. Knipe</i>" is also noted. The truck had previously been fitted with a "<i>cutter</i>" and an "<i>engine</i>" which would have been used on the tunnel widening, both being sold separately with the truck "chassis" which cost my Uncle £40.0.0 Knipe refers at one point to an item having been sold at "<i>the sale</i>" and as the truck was then located in Tuatapere in Western Southland the sale may have occurred here, perhaps in the form of a works equipment 'clearing sale'.</div>
<br />
In correspondence dated the 10th July 1941 Knipe provides an interesting insight into the isolated work
conditions at Homer Tunnel; “<i>I am considering chucking this job as it is
so difficult to get anything done but I am also hanging on because there is a
probability of me being transferred and I might get quite a good job out of it.
It is all in the lap of chance for a few days</i>.”<br />
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<br /></div>
<div class="MsoNormal">
<span lang="EN-US">Knipe writes again in August that; “<i>Things are not going well here or at any
rate they don’t suit me because they are tying most of us down to 40 hrs a week
and it not worth staying out here for</i>.” <o:p></o:p></span></div>
<div class="MsoNormal">
<span lang="EN-US"><br /></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7ikIrRgrR4F3p0X9rxIGpQPwjPXG6wO2qmtlAcRRLMNzqiQOhJ751aAex7IjL2RL1TIegxrlKEk0ycAfq6BSpbTsDSIPKggYOfyUg-wkyPrCCBbSQEZ6EWIY7yyawq30-d8Ee9UFlBJg/s1600/368small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="964" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg7ikIrRgrR4F3p0X9rxIGpQPwjPXG6wO2qmtlAcRRLMNzqiQOhJ751aAex7IjL2RL1TIegxrlKEk0ycAfq6BSpbTsDSIPKggYOfyUg-wkyPrCCBbSQEZ6EWIY7yyawq30-d8Ee9UFlBJg/s400/368small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The "Homer Tunnel" Bedford WLG on the <br />
family farm at Heddon Bush, circa late 1940's<br />
[From my own collection]</td></tr>
</tbody></table>
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<br /></div>
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After some difficulties encountered in moving the truck from Tuatapere a Motor Engineer then gave it a thorough overhaul costing £115.16.10 The itemized list would indicate that the truck had had a fairly hard life at Homer. But no sooner had my Uncle refurbished the truck when the NZ Army issued a "<i>Warrant of Impressment</i>" then a "<i>Notice to Repossess</i>", in other words that it be handed over to the New Zealand Army for the duration of the war. Duly scrubbed up and looking spic and span (as it was photographed on the day) it was then taken down to the Invercargill A&P Showgrounds for inspection on the 2nd March 1942. But it was, for whatever reason and no doubt to my Uncle's great relief, rejected. I can only assume that wear and tear had taken a toll on the vehicle.</div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
While fuel restrictions would initially limit its use there was still a considerable saving in having to pay for commercial transport and I know my family made good use of it. Thus the trusty 'Homer Tunnel' Bedford would continue to faithfully provide farm transport until March 1956 when it was sold to local Engineer and Farmer, Mr Alfred (Alf) George Heenan of Heddon Bush for £80.0.0 I have been unable to ascertain what became of it in later years but I suspect that Alf would have sold it around early 1968 when he gave up his lease on our farm on the Hundred Line due to ill health and moved to Winton. A 1934 Bedford WLG truck would be quite collectible now so if a 2 ton WLG Bedford with the Engine No 435079 and Chassis No 0126090 should ever turn up I would naturally be rather interested!<br />
<br />
Finally, if you love old trucks and automotive history check out the Bill Richardson Transport World in Invercargill [<a href="https://www.transportworld.co.nz/transport-world/" target="_blank">Link Here</a>], it is simply the largest private automotive museum of its type in the world, is full of surprises, and has plenty to appeal to a wide range of people even if you thought you were not a fan of automotive history! </div>
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<br /></div>
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<b>All Rights Reserved.</b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b>Sources :</b></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
- Personal Family Papers and Photographs</div>
<div class="MsoNormal">
- Te Ara, The Encyclopedia of New Zealand</div>
<div class="MsoNormal">
- University of Otago Hocken Collections </div>
<div class="MsoNormal">
- IPENZ Engineers New Zealand</div>
<div class="MsoNormal">
- NZ History </div>
Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-61087556683624702082018-07-08T09:46:00.001+12:002018-07-08T10:00:42.761+12:00The Tedium of The Long Sermon (and other amusing observations) <br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin1dQWvzDtMYGz1-WiXHqKphQeljGH8xETH94evh_RyyocoXsqq4KCbk9cvFUDkEJqieLlACk_1RZs9Wfyyfn6QZ5Ue2aiAdYb2a0ODdlXgt9hh3haXvYb6UCLbktCqRV5DAJXqU0HMGw/s1600/John_Knox_preaching.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="901" data-original-width="929" height="309" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin1dQWvzDtMYGz1-WiXHqKphQeljGH8xETH94evh_RyyocoXsqq4KCbk9cvFUDkEJqieLlACk_1RZs9Wfyyfn6QZ5Ue2aiAdYb2a0ODdlXgt9hh3haXvYb6UCLbktCqRV5DAJXqU0HMGw/s320/John_Knox_preaching.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"John Knox Preaching in St Giles, Edinburgh 1570"<br />
Detail From a Victorian Stained Glass Window<br />
[Source : Wikipedia Commons]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
In this Blog I will be primarily relating some often rather humorous period remarks on the length of sermons and other amusing observations relating to the delivery of sermons which I am sure you will enjoy as much as I have.<br />
<br />
For those of us who have or do attend Church the length of a sermon today is not something that we would or should find fault with. But spare a thought for our pious forebears up to at least the late Victorian era who regularly sat for long periods of time on hard wooden Church pews attempting to follow the peripatetic [i.e. rambling] thoughts of their venerable Parson or Minister. Little wonder that one of my Scottish forebears owned their own "<i>pew cushion</i>", being noted as sold at a roup [clearing sale] in 1910.<br />
<br />
<div style="text-align: left;">
The first recorded instances of actual preaching appear in the Book of Nehemiah viii, 1-8 where we read that Ezra, and on a high wooden platform, preached from the Book of the Law of Moses "<i>from daybreak till noon for</i> <i>seven</i> <i>days</i>". In Acts xx, 7-9 we read of Paul preaching at length at Troas continuing with "<i>many lamps</i>" until midnight. </div>
<br />
Our forebears would also be subjected to lengthy sermons but, it would appear, not always willingly. That Ministers would later take well over an hour to expound the Scriptures from the pulpit challenged many hearers who suffered or at least tolerated long drawn out effusive, rambling, and often fiery utterings. And not a few, as we shall read, would also take exception to the content which could descend into a "<i>superfluity</i>"<i> </i>[excess] of words, be of a scholarly nature with "<i>big words</i>" above their hearer's comprehension, or even, as we shall also read, descend into a highly personal attack on one's professional and personal credibility.<br />
<br />
There having been no actual sermon given during worship prior to the Protestant Reformation perhaps preachers were now just making up for over a millennium of lost time! Margo Todd in her book "The Culture of Protestantism in Early Modern Scotland" writes that sessions and presbyteries eventually began to impose monetary fines upon their Ministers for exceeding a determined or appropriate time limit for preaching. In 1587 the Edinburgh Presbytery of the Church of Scotland even ruled; "<i>that preachers exceeding an hour in their sermons be fined 18 pence</i>". Elgin's Kirk Session; "<i>went even further by threatening long-winded preachers with a fine of six shillings and eight pence</i>".<br />
<br />
But it would appear that by the 17th century, in Scotland at least, that such regulations had been overtaken by an increasing zealous spiritual fervour to both hear and deliver the Word of God. One must remember that even up to the earlier years of the twentieth century parishioners would worry that they were spiritually fit or worthy to even receive Communion let alone enter the Kingdom of God. Nothing less than saving their souls from perdition [eternal punishment and damnation] was at stake.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvn5q1uHwGPzBkzwlgWOtZ4G1-yQJ3mGCFP61VzyygWzYX7fbK0GGctmM9chbxppcs0Mwfh_IxWRGfUjY__b3kLrqpPNj5dFNBRgI49dOswcrWHBTnvxuqy8IAvitsK3cN86LUziVkDjk/s1600/HourGlass.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="780" data-original-width="720" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvn5q1uHwGPzBkzwlgWOtZ4G1-yQJ3mGCFP61VzyygWzYX7fbK0GGctmM9chbxppcs0Mwfh_IxWRGfUjY__b3kLrqpPNj5dFNBRgI49dOswcrWHBTnvxuqy8IAvitsK3cN86LUziVkDjk/s320/HourGlass.jpg" width="294" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Elizabethan Hour Glass from St. Mary the Virgin <br />
Anglican Church, Pilton in Devon<br />
[Source : <a href="http://vimp.thepiltonstory.org/" target="_blank">The Pilton Story</a>]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
Timekeeping, in these earlier years and with a dearth of clocks or watches due to cost, would often, especially in the English Church, be regulated by means of hour-glasses filled with sand placed on or by the pulpit and being turned as required. But it would appear that over these early years sermons of over an hour were still actually the rule rather than the exception.<br />
<br />
During the Seventeenth Century the Scottish Presbyterians now engaged in what were termed "<i>Religious exercises</i>". The services were long and frequent and once a Preacher was in the pulpit the only limit to his "<i>luoqacity</i>" [talkativeness] would be his strength. If he spoke for two hours he would be considered "<i>a </i><i>zealous pastor</i> <i>who had the good of his flock at heart</i>". He was also expected; "<i>to display great vehemence </i>[forcefulness], <i>and to evince his earnestness by toiling and sweating abundantly</i>". Being of this period in time, we read of Dr John Menzies, Professor of Divinity at Marischal College, Aberdeen (1624-1684), that; "<i>Such was his uncommon fervour in the pulpit, that we are informed, he used to change his shirt always after preaching, and to wet two or three napkins with tears every sermon</i>."<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2saGFPF_1d90Y_BxuEKCgz1cvQArK7MilCNCtCUPjVMvQnabWuWVd06hk8L9PxjHPsyXZFIb3uJUpLAodQaHA0c7i-o7iNgs-t-460MAuYfIIVQBdh58KRQ-CBic0n__69f4M-GnWJjA/s1600/Pulpit.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="622" data-original-width="825" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg2saGFPF_1d90Y_BxuEKCgz1cvQArK7MilCNCtCUPjVMvQnabWuWVd06hk8L9PxjHPsyXZFIb3uJUpLAodQaHA0c7i-o7iNgs-t-460MAuYfIIVQBdh58KRQ-CBic0n__69f4M-GnWJjA/s320/Pulpit.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The First Church of Otago in Dunedin, New Zealand <br />
showing the unusually wide and centrally positioned<br />
Pulpit in the raised Sanctuary area<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
This reminds me of the unusually wide pulpit in the First Church of Otago in Dunedin, New Zealand, having been, of necessity, doubled in width for the Scottish born and Edinburgh trained Rev. Thomas Nisbet sometime after 1904 due to his decidedly "<i>peripatetic</i>" [i.e. physically active and spirited] manner of preaching.<br />
<br />
In 1653, John Lamont of Newton Parish in Fife, Scotland wrote in his journal of great occasions where several clergymen would be present at one service so that when one was fatigued another would take his place; "<i>the patience of the hearers being apparently inexhaustible</i>" and "<i>to hear a favoured preacher, they would incur any fatigue, and would undertake long journeys without sleep or food</i>. <i>Their power of attention was marvellous. The same congregation would sometimes remain together for ten hours, listening to sermons and prayers, interspersed with singings and readings."</i><br />
<br />
But Lamont is also widely credited with this perceptive comment;<br />
<br />
<div style="text-align: center;">
"<i>Nothing can justify a long sermon, </i></div>
<div style="text-align: center;">
<i>If it be a good one it need not be long;</i></div>
<div style="text-align: center;">
<i>And if it be a bad one it ought not to be long</i>." </div>
<div style="text-align: center;">
<br /></div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_p5Yaovsr9Ax5lH6VBPr1zMhpRgrWdGNX34oTMRA2hmqlqAMFTm1SofjEQt4hGgoNQ94SxyGDLzuUCjj3RQfcLY_y1HEWmt_2wgJmirJO9yLlI7e-yxvh6jVRYxTlQwnLTfe0cgnIfno/s1600/The_Covenanters%2527_Preaching.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="614" data-original-width="800" height="244" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_p5Yaovsr9Ax5lH6VBPr1zMhpRgrWdGNX34oTMRA2hmqlqAMFTm1SofjEQt4hGgoNQ94SxyGDLzuUCjj3RQfcLY_y1HEWmt_2wgJmirJO9yLlI7e-yxvh6jVRYxTlQwnLTfe0cgnIfno/s320/The_Covenanters%2527_Preaching.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">"The Convenanters' Preaching"<br />
By George Harvey<br />
[Source : Google Public Commons]</td></tr>
</tbody></table>
<br />
Prior to "The Glorious Revolution" of 1688 (when the Catholic Stuart rulers were replaced by the Protestant Hanoverians) and the abandonment of forced episcopacy ["English" style Church Governance such as appointed Bishops and Curates], the Scottish Presbyterian Covenanters, who figure largely in my own family history, would gather in the hilly moors for secret and highly illegal outdoor 'conventicles' [gatherings] to hear preaching and sing metrical psalms which would often last the whole day. If caught attending such conventicles hearers risked imprisonment and confiscation of property (one of my Covenanting forebears was shot and is thus commemorated as a martyr) while preachers faced certain public death by hanging but all relished the opportunity to gather together for extended worship and fellowship and to hear the Word of God.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghhFpbuT3PphFYGKzNcIGT_drKuYSQGsyPayMKt76gBgtxNbIOfFC4neIrjQ27Cs44hlho2j1E8WFUi8nlbu6YmQfiW9WV0Fbx6kKsHLQRAnHaV785VGd4qsQ-MJI-7tLKnVcb6TvyvyY/s1600/Spurgeon.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="608" data-original-width="1016" height="190" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghhFpbuT3PphFYGKzNcIGT_drKuYSQGsyPayMKt76gBgtxNbIOfFC4neIrjQ27Cs44hlho2j1E8WFUi8nlbu6YmQfiW9WV0Fbx6kKsHLQRAnHaV785VGd4qsQ-MJI-7tLKnVcb6TvyvyY/s320/Spurgeon.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rev Charles Spurgeon in his Library<br />
[Source : Spurgeon.org]</td></tr>
</tbody></table>
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<div style="text-align: left;">
<br /></div>
</div>
The still well known and popular English Baptist Pastor Charles Spurgeon (1834-1892), and when giving an address to workmen in January 1872, offered his own succinct opinion on not just the ideal length of a sermon but also the use of "<i>big words</i>";<br />
<br />
"<i>Long sermons... were a great evil. If a parson preached a long sermon, it was because he had 'nothing to say. It might appear odd, but it was nevertheless a fact, that, when people had nothing to say, they took a long time about it; but when they had got something worth telling, they out with it at once. Therefore, he repeated, when a man makes a long sermon, he sets out with a very little, and begins to spin, spin, spin.</i><br />
<i><br /></i>
<i>...Some persons, said Mr Spurgeon, complain that they cannot understand the sermons they hear. The reason was, that ministers would use big words. He (Mr Spurgeon) always endeavoured to get rid of all the big words out of his sermons, and was as particular as their wives were to get the stones out of the plum-pudding. They would get in somehow, but the main thing was to preach as simply as possible.</i>"<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixqt9A_wQPhVaq63blbmncQ_bTcMKhKKrvC8d0sYgQ2NfY9E4bArOYbgSGPWl4Kp6p_ZwPLSNecItUnqYPX9hP9KbkUtx67lWwty7DN2EMyQsV112MoS7qjYAgcxv5mv8TGOGjnf94Ko0/s1600/ThomasChalmerssmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1364" data-original-width="992" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixqt9A_wQPhVaq63blbmncQ_bTcMKhKKrvC8d0sYgQ2NfY9E4bArOYbgSGPWl4Kp6p_ZwPLSNecItUnqYPX9hP9KbkUtx67lWwty7DN2EMyQsV112MoS7qjYAgcxv5mv8TGOGjnf94Ko0/s320/ThomasChalmerssmall.jpg" width="232" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Rev. Dr. Thomas Chalmers.<br />
From a calotype taken circa 1843<br />
[Source : University of Edinburgh]</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
<div>
The Rev. Dr. Thomas Chalmers F.R.S.E. (1780 - 1847), the great Scottish Presbyterian Theologian, Lecturer, and Leader of the Scottish Free Church after the "Disruption" of 1843, also offered his own personal opinion on this issue, clearly emphasizing that the quality of a sermon is preferable over quantity;</div>
<div>
<div>
<br /></div>
<div>
"...<i>once asked how long it took to make a sermon. " That," he replied, "depended Upon how long you wanted it. If your sermon is to be half an hour long, it will take you three days. If it is to be three-quarters of an hour, it may take you two days, or perhaps only one; but if you are going to preach for an hour, why there is not much occasion to think a great deal about it. It may be done in an hour</i>."</div>
<div>
<br /></div>
<div>
Again, Spurgeon, and clearly emphasizing Chalmer's pointed opinion, writes;</div>
<div>
<br /></div>
<div>
"<i>If you ask me how you may shorten your sermons, I should say, study them better. Spend more time in the study that you may need less in the pulpit. We are generally longest when we have least to say. A man with a great deal of well-prepared matter will probably not exceed forty minutes; when he has less to say he will go on for fifty minutes, and when he has absolutely nothing he will need an hour to say it in. Attend to these minor things and they will help to retain attention</i>." </div>
<div>
<br /></div>
<div>
A method by which worshippers attempted to keep awake is related by a family relative. On a sentimental journey back to revisit the place of his birth in and around Roslin in 1881 he recalled of his youth and when attending worship in the United Presbyterian Church at Brigend;</div>
<div>
<br /></div>
"<i>When the sermon was rather long and the folks got sleepy there was always somebody with a snuff box to hand round so that the senses of the hearers should be sharpened up, and we youngsters always got hold of a peppermint drop from somebody’s pocket, towards the end of the sermon there was such a smell of peppermint that you might have scented out the Kirk from Auchendenny</i>."<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimuw4bsXfRjdclXKRQtRaTCD2Q-jdBjrx1mMDiZhW_07fxnaQ2RNsTM0iP2bBettHcNOU6XjwT96R5UDXUjroRv7bLoglM0o8iPA9JHR2gDeYCUbjLAizlrpQk_QIHrwDo_WLwofoqFqU/s1600/20180704_120232small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1323" data-original-width="992" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimuw4bsXfRjdclXKRQtRaTCD2Q-jdBjrx1mMDiZhW_07fxnaQ2RNsTM0iP2bBettHcNOU6XjwT96R5UDXUjroRv7bLoglM0o8iPA9JHR2gDeYCUbjLAizlrpQk_QIHrwDo_WLwofoqFqU/s320/20180704_120232small.jpg" width="238" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My Gt.Gt. Grandmother's Collection<br />
of "Spurgeon's Sermons"<br />
[From my own collection]</td></tr>
</tbody></table>
</div>
<div>
<br /></div>
<div>
But again, our friend Charles Spurgeon can be quoted on this subject, recounting the rebuke received by, I dare say, a somewhat astonished Minister. Enough said!</div>
<div>
<br /></div>
"<i>The minister who recommended the old lady to take snuff in order to keep from dozing was very properly rebuked by her reply,--that if he would put more snuff into the sermon she would be awake enough. We must plentifully cast snuff into the sermon, or something yet more awakening</i>."<br />
<br />
<div>
The Parish History of St Andrew's Presbyterian Church in Geraldine, New Zealand relates the subtle but apparently ineffectual means by which the Session sought to encourage their apparently <i>blind</i> Minister to spend rather less time in the pulpit;</div>
<div>
<br />
<div>
"<i>The Rev George Barclay of Geraldine suffered to such an extent from failing eyesight that he was forced to travel to England for eye surgery in 1882. Although returning with his eyesight somewhat restored, he is reported to have suffered 'recurrences' of blindness when he could not see the large clock which an Elder had placed in the Church to gently remind him that his sermons might be a little shorter.....</i>"<br />
<div>
<br /></div>
<div>
A correspondent replying to an Editorial relating to long sermons in the Nelson Evening Mail of June 1877 writes;</div>
<div>
<br /></div>
<div>
"<i>It is rather owing to my observation of the effect of long sermons, the result of which after a regular attendance at church for many years is the conviction that they produce restlessness, inattention, and a disposition to levity in the congregations to which they are preached. On the other hand I have noticed that where the sermon is brief, and well considered, and thoroughly digested by the preacher before delivery, the effect produced is manifest in the church, and is perceptible outside it. In the one case the congregation leaves with a sensation of relief that the end has been reached, and frequently with an unmistakeable expression of weariness; in the other with an equally strongly expressed feeling of interest in the subject they have heard discussed, and of satisfaction with the preacher who without tiring them has given them something to think over on their return to their homes</i>." </div>
<div>
<br /></div>
<div>
Not mincing their words, another correspondent also replied;</div>
<div>
<br /></div>
<div>
"<i>Do clergymen often or ever think of the positive harm as well as the possible good their Sermons may do? If they did, I venture to think they would always have in mind two things, not to weary their listeners with a superfluity </i>[excess] <i>of words, and not to shock them with illustrations and language that would not be tolerated elsewhere. If we go back to, apostolic times, the only evidence we have proves that the discourses of the Apostles were short, stirring, and practical. And our Lord's sermon on the Mount is the best of all models as to what a sermon should be.</i>"</div>
<div>
<br /></div>
<div>
"The Colonist" newspaper of January 1880 relates the story of the Minister who 'dupes' his hearers with the expectation that his lengthy sermon is coming to a close; </div>
<div>
<br /></div>
<div>
"<i>It's bad enough for a minister to preach a long sermon, but when he fools the congregation about every ten minutes by remarking that he has only a word more to say, and does not desire to try the patience of his hearers, it becomes almost time for somebody to rise to a point of order or for the sexton to turn off the gas</i> [lamps]."<br />
<br />
Before we move onto some amusing general observations on Ministers and Sermons I will again leave the last word to Charles Spurgeon, quoting from his classic, "<i>Lecture to my Students</i>";<br />
<br />
"<i>Over the head of military announcements our English officers always place the word "ATTENTION!" in large capitals, and we need some such word over all our sermons. We need the earnest, candid, wakeful, continued attention of all those who are in the congregation. If men's minds are wandering far away they cannot receive the truth, and it is much the same if they are inactive. Sin cannot be taken out of men, as Eve was taken out of the side of Adam, while they are fast asleep. They must be awake, understanding what we are saying, and feeling its force, or else we may as well go to sleep too. There are preachers who care very little whether they are attended to or not; so long as they can hold on through the allotted time it is of very small importance to them whether their people hear for eternity, or hear in vain: the sooner such ministers sleep in the churchyard and preach by the verse on their gravestones the better.</i>"</div>
<div>
<br />
Now what of the content and delivery of sermons? Spare a passing thought for those in Falmouth England who will have literally squirmed in their pews with literally no where to hide as they found themselves personally and roundly denounced from the pulpit during a sermon in 1876. This was taking the line "<i>We are all Sinners</i>" rather too far;<br />
<div>
<br /></div>
"<i>The M. P.'s for Falmouth, who, with Mayor, Magistrates, and . Councillors, attended service at the Parish Church on Sunday morning, were quite unprepared for the reception with which they met. The junior curate delivered a long sermon, filled with unsparing denunciation of every class conspicuously represented in the congregation. Members of Parliament were declared to be time-servers; magistrates to be prejudiced, lawyers to be venial, journalists to be blind, policeman to be bribed, tradesmen to be fraudulent, and society in general utterly, rotten. The distinguished visitors present were both enraged and amused.</i>"<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1s5rot1HQIVKO-0xHstBm0h55PuJeyobYPUI7BzHApmfi3Rfy7h5e5qNHeQXiFz4Ng1Ka87qTjhZuLA16R2GDl4WqnnJ0351q8bPIfJRMXqMAIDVl1aOArPe_dRwszeiZGyCB5u0kl4c/s1600/CardinalManningsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1360" data-original-width="992" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1s5rot1HQIVKO-0xHstBm0h55PuJeyobYPUI7BzHApmfi3Rfy7h5e5qNHeQXiFz4Ng1Ka87qTjhZuLA16R2GDl4WqnnJ0351q8bPIfJRMXqMAIDVl1aOArPe_dRwszeiZGyCB5u0kl4c/s320/CardinalManningsmall.jpg" width="232" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Cardinal Manning<br />
[Source : Wikipedia Commons]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
And then we have an aged Henry Edward Manning, the 80 year old Catholic Cardinal and Bishop of Westminster (also a widower and convert from Anglicanism) who must take the supreme award for sheer performance and delivery;<br />
<br />
"<i>Cardinal Manning on Sunday, March 25</i> [1888], <i>at the Pro-Cathedral, Kensington, performed another of those astonishing tours de force which render it difficult for his flock to believe that he is really an older man than Mr Gladstone. The Cardinal, attired in full pontificals - cope of cloth of gold, and jewelled mitre, held in his left hand his gold crozier or episcopal staff during his long sermon, which lasted exactly fifty -five minutes. He held his congregation also, which was even more remarkable than the holding of his crozier</i>."<br />
<br />
But we should not omit the description of the "<i>Awfully Profound Minister</i>" as given to Brooklyn Lay College Students during an address on "<i>Good and Bad Ministers</i>" by the American Preacher, Dr T. De Witt Talmage (1832 - 1902), so "<i>that our young men may be induced to avoid the undesirable and emulate that which is holy and right</i>";<br />
<br />
"<i>He deals in metaphysics - talks about the laws of perception, the system of consequences, hypothosis, peripatetic doctrines, and apologetics until the audience can hardly see their hand before their face. He has a learned way of pushing back his spectacles, a learned way of employing his pocket-handkerchief. I have heard him cough until I could hear the echo of the ages. The audience does not know what he is talking about, and he does not know either. The only cheerful part of his sermon is when he gets through</i>."</div>
<div>
<br /></div>
<div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9BWPzYAscfFCFHn19vVgaNXGd0CL91fHPrCkpNRcD6aK5Zu2biLBEJlePa28WWzOvKAKwmyeqAeZE5x0I7QaylnuNMdOM0wkOmN7bqQnG3nTTgJOIIxmDfjFQQUfRNBrpaTFUjdzpCK4/s1600/P-A19-10-18.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="212" data-original-width="454" height="186" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9BWPzYAscfFCFHn19vVgaNXGd0CL91fHPrCkpNRcD6aK5Zu2biLBEJlePa28WWzOvKAKwmyeqAeZE5x0I7QaylnuNMdOM0wkOmN7bqQnG3nTTgJOIIxmDfjFQQUfRNBrpaTFUjdzpCK4/s400/P-A19-10-18.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rev Daniel Dutton of Caversham Presbyterian Church<br />
Dunedin Worshipping the Lord in the Beauty of Holiness.<br />
Taken during Harvest Thanksgiving, circa 1911-1915<br />
[Source PCANZ Archives] </td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
<div>
And finally, the Scottish born and trained Rev W. Gray Dixon of St David's Presbyterian Church in Auckland, New Zealand would certainly fit into the <i>intellectual</i> category, having formerly been an English Professor prior to training for the ministry. While the published history of a later parish confirms that his sermons were indeed of a very scholarly nature, and I dare say with more than a few "<i>big words</i>", who would not want to have worshiped in the 'Beauty of Holiness' (Psalm 96:9) and to have been carried on an "<i>intoxicating</i>" journey through the Scriptures by this learned and much loved Minister? </div>
</div>
<div>
<br />
"...<i>an ex-professor of 'belles lettres' </i>[beautiful writing]; <i>a widely-read student of Church history; a truly erudite </i>[learned & scholarly] <i>theologian; a preacher who loved to wander through sunlit meadows; pelt his people with violets and primroses, and intoxicate them with perfumes : withal a man whose courtly, gracious manner, and utter affability, disarmed prejudice, and, coupled with his other gifts, secured for him the status of a leader</i>".<br />
[From "The Story of St David's, Auckland", 1921]<br />
<br />
<b>All Rights Reserved</b></div>
<div>
<br />
<b>Sources:</b><div>
<br /></div>
<div>
- Papers Past</div>
<div>
- <a href="http://www.reformation21.org/" target="_blank">Reformation 21</a> Blog (Alliance of Confessing Evangelicals)</div>
<div>
- History of Civilization in England" Vol 3, 1894</div>
<div>
- "The Diary of Mr John Lamont of Newton, 1649-1671"</div>
<div>
- "The Reformed Reader"</div>
<div>
- Various Internet sources</div>
<div>
- Personal Family Papers and Photographs</div>
<div>
<br /></div>
</div>
</div>
</div>
Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-25848716501248677852018-06-29T18:22:00.000+12:002018-07-05T06:55:53.417+12:00A Study in Photographic Identification - "St John De Mar at His Sod Hut"<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiyN6lRid-asKphYawdoyPXF-pjdvMon9GVpAJQKVNeg8icDHM0cwqHKJt6JKwWI6Mdbp-MtoDcLLmiUpTp6GhkWH5IofPR-CFGYye5uLAIhU-SMcE4YC766q6ngHQQCYy6RSKPlveGQw/s1600/B62fullsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="649" data-original-width="992" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiyN6lRid-asKphYawdoyPXF-pjdvMon9GVpAJQKVNeg8icDHM0cwqHKJt6JKwWI6Mdbp-MtoDcLLmiUpTp6GhkWH5IofPR-CFGYye5uLAIhU-SMcE4YC766q6ngHQQCYy6RSKPlveGQw/s400/B62fullsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My Grandfather with his Horse Team at<br />
St John's De Mar's "Sod" Hut, Heddon Bush.<br />
Taken circa 1900<br />
Photographer <i>possibly</i> W. Cameron of Winton<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
Having commenced cataloguing a vast collection of old family photographs a couple of years ago, this particular image caught my eye and has truly proven to be the image that keeps on giving. I very much enjoy the challenge of identifying old photographs, this aspect of being a Photographic Archivist being part and parcel of my working career over many years. And this interesting image has enabled me to successfully apply various identification methods which I will detail in this Blog. And, as we shall read, we cannot or should not believe everything we see! </div>
<br />
But what we will be looking at here is surprisingly not one but two photographs, both coming from entirely separate sources however both were taken of the same subject matter and apparently at the same time. Essentially we will explore where, when and who in relation to the subject content including an attempt to identify the photographer with an explanation of the process whereby I have arrived at these conclusions.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlwj72FKwt8robRJQn1E80DN3BYYaxf9vhjT3jZOc5PLcN34mKu4XZjxRS2F9Xiqfi5XpsLoeW5D1kI13Mhc0gO6dZ2HC0S-QVc9DZjv1bC9RjslP5Agi13jpejnS2pSgAdmiLl7bNZvs/s1600/hutsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="781" data-original-width="992" height="313" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlwj72FKwt8robRJQn1E80DN3BYYaxf9vhjT3jZOc5PLcN34mKu4XZjxRS2F9Xiqfi5XpsLoeW5D1kI13Mhc0gO6dZ2HC0S-QVc9DZjv1bC9RjslP5Agi13jpejnS2pSgAdmiLl7bNZvs/s400/hutsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">St John De Mar's "Sod Hut"</td></tr>
</tbody></table>
<b><br /></b>
<b>What do we see in this image?</b><br />
<br />
A bush setting with a stand of mature native forest. On the left is a colonial era canvas covered hut with walls constructed of logs and a chimney made of sods. Outside the hut we can just discern a watering can. Over to the right, as shown in the full image, we can see a horse drawn waggon with two adults and two children.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi95DHQE0dF0S8nnzrxePhPWbmC2Wymy8E2FoFpFYKb-YceIQjLt9IIU9zLSIFaQStOwsAfdGnjFgKmqY3pxAJoGEmC2x3Z_UViZJR3JtT8l7Mc8FlpAsZOudrcIhXy0Ec0EWgX7CCgY9M/s1600/waggonsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="965" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi95DHQE0dF0S8nnzrxePhPWbmC2Wymy8E2FoFpFYKb-YceIQjLt9IIU9zLSIFaQStOwsAfdGnjFgKmqY3pxAJoGEmC2x3Z_UViZJR3JtT8l7Mc8FlpAsZOudrcIhXy0Ec0EWgX7CCgY9M/s400/waggonsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My Grandfather with his Four Horse Waggon</td></tr>
</tbody></table>
<div style="text-align: left;">
<b><br /></b>
<b>Who do we see in this image?</b></div>
<br />
Although the photo lacks any attribution, it was found amongst board mounted photographs owned by my Grandfather, a sheep and grain farmer of Heddon Bush in Central Southland. While the image is rather grainy I have no doubt that my Grandfather is the bearded man sitting on the waggon holding the child. That it is in fact my Grandfather is also confirmed by the fact that this is his own four wheeled waggon and I hold another image of it to doubly confirm this attribution.<br />
<br />
Why my Grandfather was in fact here is unknown although his farm was only just over a mile down the road. It may well be that he was simply passing (the site is by two main roads) and asked by the Photographer to pose with his horses for some added detail and interest - and perhaps hopeful of making a photo sale (in which he was evidently successful!). Even at this date a canvas and sod hut would have been very unusual, such basic dwellings constructed of local materials had probably all been replaced by the 1880's after the first settler farmers became sufficiently established over the previous decade and building supplies were more easily able to be transported once proper roads were constructed. <br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg70pkAZEzJ4LcMe_WxesicjEEV60rLW4w2Yz4scn8klqE85Ys5G2gTK2gTydcax_R_5to7I_S8WWBXyv5-gWFLyG8ZRqmbamZp0zN7Qr38AnUdOTvfFwM8DZuW0KpUlW3CtrODoxol8wU/s1600/JohnSearlesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="806" data-original-width="992" height="325" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg70pkAZEzJ4LcMe_WxesicjEEV60rLW4w2Yz4scn8klqE85Ys5G2gTK2gTydcax_R_5to7I_S8WWBXyv5-gWFLyG8ZRqmbamZp0zN7Qr38AnUdOTvfFwM8DZuW0KpUlW3CtrODoxol8wU/s400/JohnSearlesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Confirmation of John Searle's Employment prior to 1903;<br />
"<i>Jan 1st</i> [1903]<i>Wages to date £14.6.9</i>"</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
Knowing that my Grandfather permanently employed a ploughman <b>/ </b>labourer over these years we also make use of family archives to identify the gentleman standing by the draught horses. While I do not have details of employees prior to 1902, an extant wage book confirms that John Brice Searle, a Cornishman born in 1874 and who died of pneumonia in 1930, had been employed from at least some time in 1902 (as evidenced by the wage book) through to August 1907. As a long term employee it is entirely feasible to assume that he had been employed from an earlier date and he certainly appears to be of the right age. Should Brice relatives still be living in Wrey's Bush (where Brice latterly farmed) they may be able to positively confirm this attribution.</div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPEpWfY47UtXYyhQqsiOfkEravk-AqvE3g_ozab-MTGdycd9UoH70C7WzBN6p60u072wAlb-Zjox2BCzrV0xztPgzVZldd-qi3Pxk_CPX_1MgGB129Dom9ZURVJoC3zAtyufQ9oQfKGEc/s1600/4May1899small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="730" data-original-width="992" height="293" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgPEpWfY47UtXYyhQqsiOfkEravk-AqvE3g_ozab-MTGdycd9UoH70C7WzBN6p60u072wAlb-Zjox2BCzrV0xztPgzVZldd-qi3Pxk_CPX_1MgGB129Dom9ZURVJoC3zAtyufQ9oQfKGEc/s400/4May1899small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">My Grandfather's Purchase of a New Four Horse Waggon,<br />
4th May 1899</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
<b>When was the Photograph taken?</b><br />
<br />
Again, family archives assist me here. I know that my Grandfather only purchased his new four horse waggon on the 4th May 1899, that being confirmed from the original invoice from Thomas Findlay, "<i>Waggon, Dray, and Coach Builder and Agricultural Implement Maker</i>" of Invercargill. So the photograph cannot have been taken before this date.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtsF8Yo2ZK-kCsrK3HaC0hkQoHGh1GxU1taujqmrzvNHR7kQNpteqHX8MWUwPecbVlUB0JgRIxmH6b_vUxaX-iZvKbA1J_Vo8IH6i_xcYeqMSMPk5Cav8g9CX6i9mtGeRs3AunTSiJjyM/s1600/groupsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="645" data-original-width="992" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtsF8Yo2ZK-kCsrK3HaC0hkQoHGh1GxU1taujqmrzvNHR7kQNpteqHX8MWUwPecbVlUB0JgRIxmH6b_vUxaX-iZvKbA1J_Vo8IH6i_xcYeqMSMPk5Cav8g9CX6i9mtGeRs3AunTSiJjyM/s400/groupsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Close-up showing my Grandfather with two of his <br />
children and (I believe) his Ploughman, John B. Searle.</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
With my Grandfather holding what appears to be a child under one year that could only be my Aunt, born on the 20th January 1899 with my Uncle sitting on the waggon seat born on the 13th June 1897. My Father, being the last child, would not be born until September 1902 and I feel this would be too late as the difference in ages of the children would be too great. Thus, dating the photograph to late 1899 or very early 1900 would be my best guess.<br />
<br /></div>
<div style="text-align: center;">
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtCmYwvA47ja1nRssO5egPTUdwg5PHDrvNr_QAYDv7HF3W6gYnuWbkawe7EuKOG2gBkP2tWllylnYxyjAtGlVBPMxPmwnopv9DzAUXCj6RfxbKF48gDEMD4Wu2EKdQu3bn3FoAzZgL5yQ/s1600/HartCampbellsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1482" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtCmYwvA47ja1nRssO5egPTUdwg5PHDrvNr_QAYDv7HF3W6gYnuWbkawe7EuKOG2gBkP2tWllylnYxyjAtGlVBPMxPmwnopv9DzAUXCj6RfxbKF48gDEMD4Wu2EKdQu3bn3FoAzZgL5yQ/s400/HartCampbellsmall.jpg" width="267" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"Hart Campbell & Co,<br />
Invercargill"</td></tr>
</tbody></table>
<div style="text-align: left;">
<b><br /></b></div>
<div style="text-align: left;">
<b>Who was the Photographer?</b></div>
</div>
<br />
Knowing the Photographer is helpful as this can also be a useful aid to dating photographs - but beware as one should not rely on this form of identification alone! In this case we have "<i>Hart Campbell & Co.</i>" of Tay Street, Invercargill. This is rather curious because we know from published sources that the Company had been established in Invercargill in 1880 but the partnership would be dissolved in August 1886 with Hart being declared bankrupt. The simple explanation here would be that the original un-mounted photo, which judging by the image at the top of this page was dry and cracking / and or ripped, was later pasted by my Grandfather or Grandmother over an old and rather ill-fitting board mount (not something a professional photographer would take <i>any</i> pride in). I cannot feel the impression of another photograph underneath so this must have been removed. Therefore I believe, and based on all the other facts, that we can totally discount "Hart Campbell & Co" as being the photographer.<br />
<br />
Those photographers active in Southland around 1899-1901 were Charles Campbell (formerly the 'Campbell' relating to the above partnership), Karl A. Gerstenkorn of Invercargill, and William ("Will") Cameron of Winton who was active from around 1897 (and whose premises would be destroyed in "The Great Fire of Winton" on the 25th September 1901). Both Campbell and Gerstenkorn always appears to have used board mounts stamped with their names so my educated guess, and using simple deduction, would be that we are looking at a photograph taken by Mr William Cameron. Additionally, Winton is very conveniently located only 20 kilometers from Heddon Bush. I hold other unmarked board mounts taken on family farms around this period which are probably also by Cameron. My Grandfather would also definitely use Cameron for a portrait photograph taken at his Winton studio in 1901. I suspect that Mr Cameron may even have included himself in one of the photographs but without seeing a photograph of him I cannot be absolutely certain.<br />
<div>
<br /></div>
Having lost his studio in the great fire (along with a number of other businesses), Cameron had new premises built in 1902 before moving to Invercargill in 1911 but after a wartime downturn in business he would be adjudged bankrupt in 1917 and died in November 1918, being buried in an unmarked grave in "<i>free ground</i>". At his farewell from Winton in 1911 it was noted that; "<i>Mr Cameron is generally admitted to be one of the best animal photographers in New Zealand</i>" and one unmarked photograph I hold would definitely highlight this ability. Hopefully we can build up more of an accurate 'picture' of this rural Southland photographer but it does appear that much of his earlier work is unattributed.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUli3nkp9Ylz9bjaj3QXSM2WEV7opTCUD28dVlnPOeJ25gARfxpNMljSjVMLh_rRucpiuDXypKfTtJeBBwXdrGc2HUM0YqRHtqm1HYa1AgZx6MwosiEVV7eub3drkfgxTMhzICsYwVWP8/s1600/WNZ1.12small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="751" data-original-width="992" height="302" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUli3nkp9Ylz9bjaj3QXSM2WEV7opTCUD28dVlnPOeJ25gARfxpNMljSjVMLh_rRucpiuDXypKfTtJeBBwXdrGc2HUM0YqRHtqm1HYa1AgZx6MwosiEVV7eub3drkfgxTMhzICsYwVWP8/s400/WNZ1.12small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"<i>St John De Mar at His Sod Hut, Heddon Bush</i>".<br />
Photographer <i>possibly</i> W. Cameron of Winton.<br />
Watson Collection - held by the Writer</td></tr>
</tbody></table>
<div style="text-align: left;">
<b><br /></b></div>
<div style="text-align: left;">
<b>Where was the Photograph taken?</b></div>
<br />
Here we are assisted by the second photograph, being clearly taken at the same time as the first and thus by the same photographer. This photograph is from a different collection and has only come into my hands through a much later family marriage. The poles leaning against the chimney are in the same position in both images although Mr De Mar now appears to be in residence and has lit a fire.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV1AzYEq32mxER0b4Fx4xs-Ouhp3uV7F7Y_CBiQEE1nenMk8mknZzK4h3W5ziRxOUrXuUcUAGS2iOfr-z-cpJsGRPoXZkLIKeMqtVlcqus4CEN3SRHca7liRR3TMkwypuHzH9gln7fAp8/s1600/June+1865small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="823" data-original-width="992" height="331" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjV1AzYEq32mxER0b4Fx4xs-Ouhp3uV7F7Y_CBiQEE1nenMk8mknZzK4h3W5ziRxOUrXuUcUAGS2iOfr-z-cpJsGRPoXZkLIKeMqtVlcqus4CEN3SRHca7liRR3TMkwypuHzH9gln7fAp8/s400/June+1865small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Isolated and Forested Area at 'Heddon Bush'.<br />
From a Survey Map dated 1865<br />
[Source : Sir George Grey Special Collections]</td></tr>
</tbody></table>
<br />
On the back of this board mount my Great Aunt has usefully written, "<i>St John De Mar at his Sod Hut, Heddon Bush</i>". That it is even Heddon Bush narrows the location down to one specific place within the district. Despite the name inferring that the district had been "bush" this was in fact definitely not the case, there being only one forested area in the whole of the Central Southland Heddon Bush - Oreti area.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZWTY3UqRLEWnTR3Ap7B9q2Lr5nhfOdb81YHF-_1Dv5w4svLvhGUhewyYHZnzkNPrMbEgWvE1IFR5V3QWeVlujhXDmohjK11fFDwlQyVoTKX7B_cGsAeiA8AwmQFx5wtlfEvAp7mxVng4/s1600/HeddonBushTownship1866small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1333" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZWTY3UqRLEWnTR3Ap7B9q2Lr5nhfOdb81YHF-_1Dv5w4svLvhGUhewyYHZnzkNPrMbEgWvE1IFR5V3QWeVlujhXDmohjK11fFDwlQyVoTKX7B_cGsAeiA8AwmQFx5wtlfEvAp7mxVng4/s400/HeddonBushTownship1866small.jpg" width="297" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"Township of Heddon Bush",<br />
Surveyed 1866<br />
[Source : National Library of NZ]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
This forested area, being named "The Heddon Bush Township Reserve" and comprising of around 140 acres, had been surveyed into 28 five acre sections in 1866 to serve as the future site of a settlement in the district. The area of forest is usefully delineated by a wavy line on the plan. The sale of the timber prior to the sale of the sections would have been intended to help defray costs. But there appear to have been few purchasers for these blocks and the settlement, being on the north west corner of the Drummond-Wrey's Bush Road and Hundred Line intersection, ultimately did not flourish, soon being abandoned. Remnants of this area of mature native forest were extant in 1900, and quite surprisingly, remain to this very day.</div>
<div style="text-align: left;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhstLTNUStp0QSjHB5snW7Dg0zvtJAYBj-dOijqo2-v3EP76wMmeV-2aJJy_0UiRkFKIb5YI07k39bwEKcwnDFi9gziUalatRVS7Fr0KsajrPZj23rtF5h4VUZ0ew33DcPrmXXbJIpmZZI/s1600/WNZ1.12smaller.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="746" data-original-width="992" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhstLTNUStp0QSjHB5snW7Dg0zvtJAYBj-dOijqo2-v3EP76wMmeV-2aJJy_0UiRkFKIb5YI07k39bwEKcwnDFi9gziUalatRVS7Fr0KsajrPZj23rtF5h4VUZ0ew33DcPrmXXbJIpmZZI/s400/WNZ1.12smaller.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Close-Up of St John De Mar by his <br />
Canvas and Sod Hut, Heddon Bush</td></tr>
</tbody></table>
<div style="text-align: left;">
<b><br /></b></div>
<div style="text-align: left;">
<b>Finally, Who was St John De Mar (or De Maur)?</b></div>
<br />
Considering we now know so much about the photograph content we know surprisingly little about the rather enigmatic St John De Mar (or De Maur). We know that around 1900 he was living in a makeshift hut somewhere on the Heddon Bush Township reserve. Only an expensive search of 28 land titles would possibly confirm excatly where. Or he may simply have been 'squatting' and perhaps paying the then landowner a nominal rental.<br />
<br />
The earliest published reference I have found is "<i>St John De Maur</i>" listed as a voter in the Wallace Electorate, Southland for 1896. The only other references are when "<i>Mr St John Demar</i>" sang the solo, "Red White and Blue" at the Heddon Bush Bachelors' Ball held on the 13th October 1905 and "<i>St John De Maur</i>" gave a recitation at a farewell function to my Great Uncle and Aunt at Heddon Bush on the 10th February 1909 (BTW, I still hold the gold watch presented at this evening). But here the trail goes cold as there is no record of his burial in Southland, no record of his death in statutory records, no will or probate, and no record even of his birth or arrival into New Zealand. Could he even possibly, and for whatever reason, have <i>assumed</i> this name?<br />
<br />
If it is in fact correct, the name De Maur would appear to have English origins, especially with the given Christian name of "<i>St. John</i>". To give a recitation he would appear to be well educated and appreciate prose, and that he sang also indicates that he had at least some ability in this respect. My belief would be that he was an itinerant farm worker, picking up seasonal work when available and just living relatively quietly. Why he chose Heddon Bush is unknown although he may have earlier found work here and just liked the district and the residents. He certainly appears to have engaged with the local community and was no hermit. Overall I feel that there is more of a story to be told about his life so if anyone can provide further information on this mysterious gentleman I would be delighted to hear from you. Strange things can happen when I write about individuals and my feeling is that this will not be the last we hear of St John De Mar (De Maur). My email link appears in the right hand menu bar.<br />
<br />
<b>All Rights Reserved.</b><br />
<br />
<b>Sources :</b><br />
<br />
- Papers Past <b>/</b> Te Puna Mātauranga o Aotearoa<br />
- Personal family archives and photographs<br />
- Watson family photographs (held by the writer)<br />
- Sir George Grey Special Collections, Auckland Public Library<br />
- Alexander Turnbull Library <b>/</b> Te Puna Mātauranga o Aotearoa<br />
<br />Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-19206413564130440722018-06-23T10:01:00.000+12:002018-06-23T10:13:19.928+12:00A Technicolour World<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwoTwM9tgg28rBRoffvd3LYuWgP7buhm4Iqx3l_eZ3_8X93vfNQF3xfswv9qvGwaSLA4ORR8Bke6qzeVJLpbcdx2B5qtrColA_fboaqkgNLM-IbPSaYPqlrWlOQPai60U61D_ZnpRaEAE/s1600/Scan6small.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="655" data-original-width="992" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwoTwM9tgg28rBRoffvd3LYuWgP7buhm4Iqx3l_eZ3_8X93vfNQF3xfswv9qvGwaSLA4ORR8Bke6qzeVJLpbcdx2B5qtrColA_fboaqkgNLM-IbPSaYPqlrWlOQPai60U61D_ZnpRaEAE/s400/Scan6small.jpg" width="400" /></a></div>
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After recently undergoing the first of two operations to correct my eyesight, having developed 'aggressive cataracts' as a latent result of major medical intervention three years ago, I am now living in a 'technicolour world'. No more washed out colours, black appearing as light grey, and no more looking into a perpetual mist. While my second eye is yet to be operated on it is quite amazing how one dominant eye can compensate for the other. </div>
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So, to celebrate the return of normal eyesight I am featuring a series of colourful watercolours, having been painted by my late mother in the years after 1943 when she became a widow after only two years of marriage and in 1946 when she lost her eldest daughter. While these would not hang in the Salons of Europe they are special to me in that they illustrate how my Mother sought to channel her grief in a positive manner. </div>
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Future Blogs hereafter may still be intermittent depending on inspiration and other projects I am working on, particularly family history. </div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-20580956605670568222018-04-01T07:27:00.000+12:002018-06-23T10:00:13.447+12:00A Celebration of Early Steam Powered Vehicular Transport<div style="text-align: center;">
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhicvU1w0NKunZfNEyD7EETH-Ot8ueOrrCx7i2L-59ivEMlIo1ZwJ_RiX9Kp1p2CTuzASAODA1KXfXYJABrJlooZBYV2KrO2MPlSgfZxnnJx1aZnLt52F5A4ffrkKkLmp0ELvt1OLcqrOw/s1600/Cugnot1small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="167" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhicvU1w0NKunZfNEyD7EETH-Ot8ueOrrCx7i2L-59ivEMlIo1ZwJ_RiX9Kp1p2CTuzASAODA1KXfXYJABrJlooZBYV2KrO2MPlSgfZxnnJx1aZnLt52F5A4ffrkKkLmp0ELvt1OLcqrOw/s400/Cugnot1small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The first authenticated Steam Powered Road Vehicle<br />
dating from 1770</td></tr>
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<b>A Note to My Readers -</b> This blog is my 1st April 2018 spoof, hopefully you will readily realize which part is fictitious!<br />
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Vintage transport has always been one of my passions. This blog features some early and very diverse versions of early steam powered vehicular transport, essentially being the earliest self-propelled vehicles intended for use on public roads rather than on the railway. These date from the 18th to 19th century and quite surprisingly, one example still survives today.<br />
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The very first fully authenticated steam powered vehicle was the work of Nicholas Cugnot, a French Army Captain and inventor who built his '<i>fardier à vapeur</i>', or 'steam dray', in 1770. The intention was that this vehicle would carry supplies and equipment for the French Army.<br />
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"...<i>specified to be able to carry four tons and cover two lieues (7.8 km or 4.8 miles) in one hour, a performance it never achieved in practice. The vehicle weighed about 2.5 tonnes tare, and had two wheels at the rear and one in the front where the horses would normally have been. The front wheel supported a steam boiler and driving mechanism. The power unit was articulated to the "trailer", and was steered from there by means of a double handle arrangement. One source states that it seated four passengers and moved at a speed of 2.25 miles per hour (3.6 km/h)</i>."<br />
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It appears that the boiler fire needed to be extinguished every quarter of an hour or so to enable the boiler to be refilled, the fire then relit, and steam raised again before advancing. And with no boiler tubes steam raising performance was poor. This all considerably reduced the effectiveness of the vehicle. After running a small number of trials between Paris and Vincennes and at Meudon, the project was abandoned. But Cugnot's 'steam dray' survives, being on view at the Musée des Arts et Métiers in Paris.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1fNnMmvh82gDphSDldCdWtQbIXtoJ1R-Hqn_Gz3rOaKYnye0WpFif4297Vm9_d_gh4ycpdum5TcOMt71nvauAfKQGpn3W0vYjTHQ0OSlPArnshLi8rG76wwfu9e1teF3VwxTfmblDeKk/s1600/SteamCoach1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1fNnMmvh82gDphSDldCdWtQbIXtoJ1R-Hqn_Gz3rOaKYnye0WpFif4297Vm9_d_gh4ycpdum5TcOMt71nvauAfKQGpn3W0vYjTHQ0OSlPArnshLi8rG76wwfu9e1teF3VwxTfmblDeKk/s400/SteamCoach1.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The First Steam Coach - A Representation of Gurney's London to Bath <br />
Steam Carriage in 1829.</td></tr>
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Although he was not the pioneer of early steam road vehicles (that honour goes to Richard Trevithick), Goldsworthy Gurney built a number of steam-powered road vehicles over the period 1825 to 1829. This was with the intention of commencing a steam road transport business, 'The Gurney Steam Carriage Company'. On trials around London his vehicles reached speeds of up to 20 miles per hour with one vehicle being sufficiently robust to make the return journey from London to Bath and back in July 1829 at an average speed of 14 miles per hour. </div>
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"<i>The ingenious water tube boiler, fired by coke, was placed in the hind boot of the carriage, from which projected the flues. Steam was delivered to the two driving cylinders placed under the body. Accommodation was provided for six passengers inside and twelve outside</i>."</div>
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For some time a service using three of Gurney's steam carriages operated between Cheltenham and Goucester but ultimately they proved not to be a commercial success. Prospective travellers were fearful of sitting atop a pressurised steam boiler (probably rightly so) along with the unavoidable smoke and cinders from the exhaust. Restrictive Government legislation from 1861 which limited speed limits effectively stifled any further development of steam powered road vehicles. in the United Kingdom</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8eJvFuZ9ec8cW0-xvgy-2HthEJltY0j2fCrh31AksivcV3lNKvEU0mTlSIkWL9YlJSPs_x_oTw5ZPsb7LAHvLDa4CY3ZjzT91YOsxx2D5_v1_j2LxSEiEzXhr-VV-p7ceO5BPQdh3598/s1600/Dederick1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8eJvFuZ9ec8cW0-xvgy-2HthEJltY0j2fCrh31AksivcV3lNKvEU0mTlSIkWL9YlJSPs_x_oTw5ZPsb7LAHvLDa4CY3ZjzT91YOsxx2D5_v1_j2LxSEiEzXhr-VV-p7ceO5BPQdh3598/s320/Dederick1.jpg" width="172" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Zadoc Dederick's "Steam Man"<br />
Invented in 1868</td></tr>
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But such legislation appears not to have been imposed within a more tolerant and progressive United States. On the 24th March 1868, the 22 year old American inventor Zadoc P. Dederick patented his prototype and quite novel "<i>steam powered humanlike robot</i>" which he had designed to pull a cart, being operated <span style="text-align: center;">through a system of levers and cranks, attached to steam-powered pistons and a boiler. </span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB7bYfEx0TMwz8kRgqBSNpEECFN_JgGq668rMnRQArYcTKM3qu6Y1oP4sf2eA370PrOFDN9WT-8wA-iXEQKPl3MgkooHbSRrRvpjSQho3JAPA3eebyqjUHALIjrSXy1HaSBd5Q6q_V12k/s1600/NZHerald22Apr1868small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="303" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB7bYfEx0TMwz8kRgqBSNpEECFN_JgGq668rMnRQArYcTKM3qu6Y1oP4sf2eA370PrOFDN9WT-8wA-iXEQKPl3MgkooHbSRrRvpjSQho3JAPA3eebyqjUHALIjrSXy1HaSBd5Q6q_V12k/s400/NZHerald22Apr1868small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"A Steam Man" - <br />
The New Zealand Herald, 22 Apr 1868</td></tr>
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<span style="text-align: center;">The 'New Zealand Herald' of the 22nd April 1868 fully describes this new invention, additionally stating that each step is taken "<i>very naturally and quite easily</i>", with each step advancing the body about two feet and with every revolution of the engine producing about four paces. As the engine was capable of a thousand revolutions a minute it could make a mile a minute. But allowing for uneven ground the engine would be run at 500 revolutions per minute making a modest speed of half a mile a minute. It was expected that sufficient coal could be stowed away under the back seat of the carriage to work the engine for a day and enough water in a tank under the front seat to last half a day.</span></div>
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<span style="text-align: center;">A steam whistle is fitted to the mouth, a safety valve in an appropriate position, and a pressure guage at the back of the head. A large stove pipe hat acts as a chimney. </span></div>
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<span style="text-align: center;">So as not to frighten horses, the "Steam Man" would be clothed to give it a human likeness. The makers, "Dederick and Grass" expected to be able to manufacture the "Steam Man" for US$2,000 and to be warranted to run a year, without repairs, for a cost of US$300. </span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCK3_iVLKiRy0MLfQrKTnrMEqXCqgHIDOGu79qbGYl5iH7Qck9pJV8XYmO9Js-XLmA5PoCBXYth3oadv6FdHom1W0twxWXq2-RYb7edW92ZJu-BxWtRAYCAlEJMtMSDmz_sd6CeQuOuAQ/s1600/SteamMan1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="311" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCK3_iVLKiRy0MLfQrKTnrMEqXCqgHIDOGu79qbGYl5iH7Qck9pJV8XYmO9Js-XLmA5PoCBXYth3oadv6FdHom1W0twxWXq2-RYb7edW92ZJu-BxWtRAYCAlEJMtMSDmz_sd6CeQuOuAQ/s400/SteamMan1.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Artist's Representation of <br />
The Celebrated "Steam Man of the Prairies", <br />
From an illustration dated 1868</td></tr>
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And so, in August 1868, would be born the celebrated "<i>Steam Man of the Priaries</i>", the construction of Edward Ellis based on but improving on Dederick's patent. Designed as a practical form of transport for the flat American prairie lands, it would also be unhindered by the restrictive and punative regulations which now applied to British forms of powered road transport. While no extant photographs appear to exist, we are very lucky to have a witness account which describes the "Steam Man" in very great detail. The workings of this wonderful machine were indeed a marvel of 19th century American engineering; </div>
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"<i>It was about ten feet in height, measuring to the top of the 'stove-pipe hat,' which was fashioned after the common order of felt coverings, with a broad brim, all painted a shiny black. The face was made of iron, painted a black color, with a pair of fearful eyes, and a tremendous grinning mouth. A whistle-like contrivance was made to answer for the nose. The steam chest proper and boiler, were where the chest in a human being is generally supposed to be, extending also into a large knapsack arrangement over the shoulders and back. A pair of arms, like projections, held the shafts, and the broad flat feet were covered with sharp spikes, as though he were the monarch of baseball players. The legs were quite long, and the step was natural, except when running, at which time, the bolt uprightness in the figure showed differed from a human being.<br /><br />"In the knapsack were the valves, by which the steam or water was examined. In front was a painted imitation of a vest, in which a door opened to receive the fuel, which, together with the water, was carried in the wagon, a pipe running along the shaft and connecting with the boiler.<br /><br />"The lines which the driver held controlled the course of the steam man; thus, by pulling the strap on the right, a deflection was caused which turned it in that direction, and the same acted on the other side. A small rod, which ran along the right shaft, let out or shut off the steam, as was desired, while a cord, running along the left, controlled the whistle at the nose.<br /><br />"The legs of this extraordinary mechanism were fully a yard apart, so as to avoid the danger of its upsetting, and at the same time, there was given more room for the play of the delicate machinery within. Long, sharp, spike-like projections adorned the soles of the immense foot, so that there was little danger of its slipping, while the length of the legs showed that, under favorable circumstances, the steam man must be capable of very great speed.</i>"</div>
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This unique form of transport would however be very short lived, not becoming a commercial success, and limited by cost, reliability, and the rapid development of technology, particularly through the 1870's. The invention by Serpollet of the 'flash steam boiler' would revolutionize the development of small steam powered passenger vehicles now making such means of transport a commercially viable proposition.</div>
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<b>Sources :</b></div>
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- Various Internet Sources</div>
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<b>Blog Published 1st April 2018</b><br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-45640817256337595052017-12-21T10:40:00.000+13:002018-04-01T07:28:15.410+12:00Exploring Fact & Fiction - Bonnie Prince Charlie's Sojourn in Slateford, 1745 <br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVyCYjM9L7o_YMeIYe4J7ihB0InASd-KN3qkdcSl-c8QzGRraLuQ_Hn3jUEAz8flkGRbMckcCzPGBuIKWx6C6N6sR9zrti_XNbge5CuR6dhru8HD0biYcQbwrvDRFshiW7_hoiVkRtU1U/s1600/WBHole.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="318" data-original-width="400" height="317" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVyCYjM9L7o_YMeIYe4J7ihB0InASd-KN3qkdcSl-c8QzGRraLuQ_Hn3jUEAz8flkGRbMckcCzPGBuIKWx6C6N6sR9zrti_XNbge5CuR6dhru8HD0biYcQbwrvDRFshiW7_hoiVkRtU1U/s400/WBHole.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption">Prince Charles Edward Stuart being feted in Edinburgh,<br />
a painting by William Brassey Hole.<br />
[Source : Internet]</td></tr>
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As the generations pass the story of Prince Charles Edward Stuart, commonly known as Bonnie Prince Charlie, has become enveloped in folklore, romanticism and legend but not always, it appears, adhering strictly to the facts! My own 19th century ancestral family home of 'Gray's Mill' in the village of Slateford, being located about two miles south west of Edinburgh, served as accommodation for the Prince on the night of the 16th September 1745 while awaiting a response to his demand for the surrender of the City. You can read my earlier Blog on his short visit and subsequent entry into Edinburgh <a href="http://the-lothians.blogspot.com/2012/04/bonnie-prince-charlie-slept-here.html" target="_blank">HERE</a>.<br />
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But what I found surprising were the stories that built up around his very brief sojourn in Slateford, including his short residence in the old circa 1600 farmhouse, these stories still being passed on and recounted as late as the mid 20th century. So, let us explore these 'stories' as fact or fiction based on evidence or simply on plausibility. Unfortunately there is evidently more fiction that fact but such is often the basis of 'legends'.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi58Oo2mHq-W_tTU-I7PBHxrSbGEQlyyxe0nLlYSm0lvBRYnkXltAIk71PINPxxvSYKgyOnfH1rB1dRum485D3PQQPGO3yDMbtwY9yfTspYCghCcsDcVfuIn-9OaNqD-82KNZC3K9Lt5nQ/s1600/SlatefordMainStreetsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="629" data-original-width="992" height="252" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi58Oo2mHq-W_tTU-I7PBHxrSbGEQlyyxe0nLlYSm0lvBRYnkXltAIk71PINPxxvSYKgyOnfH1rB1dRum485D3PQQPGO3yDMbtwY9yfTspYCghCcsDcVfuIn-9OaNqD-82KNZC3K9Lt5nQ/s400/SlatefordMainStreetsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Slateford Village and Lanark Road, circa 1900<br />
The "Cross Keys Inn" is down the right side of the street.<br />
The left side of the street would be swept away in 1967.<br />
<span style="font-size: 12.8px;">[From my own collection]</span></td></tr>
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In the late 1700's the poet Robert Pollock, and while recuperating in the local manse from an illness, wrote in his diary of Slateford; "<i>The village is an earthly paradise. Everything here looks as if the world had never fallen</i>." But the Prince would naturally have been rather less interested in the scenic delights afforded by Slateford as to planning his entry into a recalcitrant Edinburgh (by force if necessary), a tremendous psychological blow to those in Scotland who opposed the Stuart's restoration to the throne.<br />
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Our first story relates specifically to the village of Slateford and is in fact still immortalized today in the naming of the local public house, being the "Cross Keys Inn", and the 1936 built "Prince Charlie Bridge" which carries the Union Canal over the busy Lanark Road. Both are significant as the bridge allegedly spans the place where Charles Edward Stuart had been handed the keys for the City of Edinburgh prior to his entry into Edinburgh, hence the "Cross Keys" reference in the naming of the local public house. But was it?<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0VCIslqExti7iMtmeQATEbXXIjZfRlg7qJ49m96tbCrDwanLVG9ojeMbj6A7NAQ4DqUOcPJ2jHM9P-zhhSh2__2vsTR2I451lYL7xK9f-tFCZyW9QesDKBT8Kpl1ftRiXZh64c_YGRHA/s1600/OldAqueductBridgesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="681" data-original-width="992" height="273" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0VCIslqExti7iMtmeQATEbXXIjZfRlg7qJ49m96tbCrDwanLVG9ojeMbj6A7NAQ4DqUOcPJ2jHM9P-zhhSh2__2vsTR2I451lYL7xK9f-tFCZyW9QesDKBT8Kpl1ftRiXZh64c_YGRHA/s400/OldAqueductBridgesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Old Bridge Carrying the Union Canal<br />
Aqueduct over the Lanark Road (Pre 1936)<br />
[Source : Edinburgh City Libraries]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
We know beyond any doubt that representatives of the City made two visits to Slateford that evening to meet with the Prince, the latter having sent a "<i>summons</i>" to the Magistrates demanding that Edinburgh surrender to him or be taken by force by his army. Four Deputies were first sent to wait on the Prince to ask him for a little more time while the Magistrates discussed more fully the terms of their surrender. The four "<i>City Baillies</i>" left Edinburgh by carriage for Gray's Mill at 8pm, departing Slateford at 10pm with a letter from the Prince demanding that his original terms of surrender be adhered to. There is no mention of "surrender" at Slateford let alone the handing over of keys.<br />
<br />
As late as 2am, after great debate, and considering that the Magistrates could not easily consult the citizens at that hour with the majority having retired to their beds, the Deputies were hastily sent back to Gray's Mill to specifically request that any "<i>action</i>" be delayed by seven hours.<br />
<br />
Charles quickly concluded that the sole object of the Magistrates was to gain time in which to further plan and advance their means of defence. The Prince would also no doubt have been aware that English relief troops were expected although he may not have received the intelligence that the troop transports, being under the command of General Sir John Cope, had in fact now arrived in the Firth of Forth.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxsk_MnmKEXuQ52yr21od1E6iFI1XfUDyFoYyaDpTletzkldyIL1XKvnxB5asGDzi65rvlB-4tCybF4kwhXULoKChbAcPG1onutVVjjFk7pFcaErLiBMPV5SzPw2uOGL6FtlWw4OeZk_c/s1600/Viaductssmallpg.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="944" data-original-width="992" height="380" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxsk_MnmKEXuQ52yr21od1E6iFI1XfUDyFoYyaDpTletzkldyIL1XKvnxB5asGDzi65rvlB-4tCybF4kwhXULoKChbAcPG1onutVVjjFk7pFcaErLiBMPV5SzPw2uOGL6FtlWw4OeZk_c/s400/Viaductssmallpg.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The 1842 Caledonian Railway Viaduct and <span style="font-size: 12.8px;">the 1822 </span><br />
<span style="font-size: 12.8px;">Union Canal Aqueduct which </span><span style="font-size: 12.8px;">pass through Slateford.</span><br />
<span style="font-size: 12.8px;">The Bowling Club and Gardens in foreground</span><br />
Taken circa 1900<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
Naturally annoyed at being trifled with the Prince ordered the Deputies away at 3am. In the face of such prevarication and obstinacy the Highlanders therefore proposed to take possession of the City by stealth. "<i>A body of</i> <i>Camerons</i>" 900 strong and under the command of "<i>the gentle Lochiel</i>" marched in darkness by Merchiston and Hope Park to the Netherbow Port [City gate] where they "<i>lay in ambush</i>". The "<i>accident</i>" of the opening of the gate to permit the passing through of the carriage conveying the City Deputies, and against orders, allowed Lochiel's troops to rush in and easily overpower the City Guard. This took place "<i>In the early early morning in broad daylight</i>" on the 17th September 1745. The defence in place to guard the City sounds quite farcical but without Cope's troops they were in any case outnumbered.<br />
<br />
The regular troops retreated to the safety of the Castle under the command of the aged General Guest, being "<i>old and in feeble health</i>"; the weary and exhausted Dragoons, being badly in need of supplies and "<i>worse than useless a terror to their friends rather than to the enemy</i>" fled to the relative safety of Haddington; and "<i>when they scented danger... a good many of the volunteers decamped</i>" with many surrendering their arms at the Castle lest they be caught bearing arms in the face of perceived defeat. With General Cope's relief arriving too late to be of any practical assistance, Edinburgh - but not the Castle - capitulated to the Prince and his victorious Highland Army. Edinburgh had, according to the pro Hanoverian "<i>Edinburgh Evening Courant</i>", underestimated the "<i>pitiful</i>" and "<i>good for nothing</i>" Highlanders to its cost. Their audacious bid to take the Scottish capital had succeeded after no more than a bun fight.<br />
<br />
All these events were not only well related in no less than three period newspapers but were also comprehensively researched by the noted Historian, the late Dr. Walter Biggar Blaikie FRSE, DL, LLD. (1847-1928), being the leading scholar and author in his day of the Jacobite period and particularly of the life of Bonnie Prince Charlie.<br />
<br />
But what this all tells us is that there is therefore no evidence whatsoever that any handing over of the "<i>keys to the City</i>" took place at Slateford. While one writer in 1936 advances the possibility that the Deputies may have had the keys to the City <i>with them</i> at Slateford he accepts that they were <i>certainly</i> not handed over. We know that on both visits the Deputies had no intention, or even the delegated authority, to hand over any keys, having <i>only</i> been sent by the Magistrates to ask for more time and definitely not to negotiate a surrender. The Magistrates would surely be the ones to officially hand over any such keys and would have only have done so after formally agreeing themselves to a surrender. Why would they even appoint Deputies to carry out this official task? As to commemorating the supposed place where the Deputies handed over the said keys, all evidence confirms their waiting on the Prince at Gray's Mill although they would almost certainly have been met and given safe passage of entry from the outskirts of Slateford.<br />
<br />
Upon the new Union Canal bridge being constructed in 1936, it was generally accepted that "<i>the fact that no support for this legend can be found in any records is being dismissed as being beside the point</i>". And thus Slateford would have its "Prince Charlie Bridge". Rather than perpetuating such a myth the commemorative bronze plaque affixed to the bridge at an unknown date merely states, "<i>Near this spot at Gray's Mill, Prince Charlie's Army halted in 1745 prior to the occupation of Edinburgh</i>".<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTPAANfpqKURUJJ5MLz3YUrwFiNQqIa_x0wqxlNqDvwnCCPMnyIQFDyCJGYXtQgW412s6uRJ6B3dQcC0OHtpMCQN3_k6GC1bj_mNmpoHeEnPWw50aOje3-AaFHKVySep7qkptrTrZkPUM/s1600/imageno2small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="480" data-original-width="667" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTPAANfpqKURUJJ5MLz3YUrwFiNQqIa_x0wqxlNqDvwnCCPMnyIQFDyCJGYXtQgW412s6uRJ6B3dQcC0OHtpMCQN3_k6GC1bj_mNmpoHeEnPWw50aOje3-AaFHKVySep7qkptrTrZkPUM/s400/imageno2small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption">The Window of "<i>The Little Bedroom</i>",<br />
Gray's Mill farmhouse, Slateford<br />
[Source : University of St Andrew's]</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
The second story relates to the farmhouse of Gray's Mill where the Prince spent the night, being originally located only a short distance from the village of Slateford. The tenant at this time was one David Wright who held the tack [lease] for the Lands of Cauldhame, also known as "Gray’s Mill". An article from 1936 recounts a story told by the then resident, Mrs Jessie Jamieson;<br />
<br />
"<i>The little bedroom in which the Prince slept remains unchanged although the rest of the house has been altered. In the old days this house had a thatched roof which has long since been replaced. The tethering ring at the side of the door is the ring to which the Prince's horse was tied, and there is a story that when a company of English soldiers attempted to capture him here he leapt out of his bedroom window to his horse below. All the tenants of this farm have left the window untouched because of the story surrounding it</i>." <br />
<br />
We know that "<i>the Prince lay in his cloaths </i>[clothes]<i> two hours that night at Slateford</i>". Dr Blaikie's history of 1896 then describes this same bedroom; "<i>His room, a very small one, is still pointed out</i>". A long letter I hold written by my Gt. Gt. Uncle, Dr Cornelius Cunningham V.S. of Slateford and dated 1897 notes that the old house was then tenanted by the Thorburn family and had recently been re-roofed but does not mention any other changes to the exterior.<br />
<br />
While the Prince's residence in the house that evening is certainly not in dispute, more than a few questions now spring to mind. Beyond dispute is that there was certainly an iron tethering ring at the side of the door, having been specifically sighted in 1936. But why would it be considered a matter of 'safety' to the Prince to tether his horse below his bedroom window but directly beside the front door where any intruder would naturally enter the premises? And in any case, notwithstanding the small window itself indicating a small room, Blaikie in fact confirms it as being a very small room in his 1896 history.<br />
<br />
Assuming the Prince, and with his troops nearby, to have felt perfectly secure in the house and to able to be given adequate warning of any advancing hostile force, why would he even choose what appears to be a very small box room as his bedroom? The two larger upper windows would indicate these were also much larger bedrooms, even if the windows were enlarged at a later date. With the cost of glass and even an 18th century "Window Tax", all the upper windows may once have been of a similar size. My feeling is that it was overall a rather more entertaining - and romantic - story that the Prince could in fact simply jump out his bedroom window onto his waiting steed and high tail it to safety.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLWhXeiEpGhqngSqwzDA4-80apUrZcNvs3Ya-McFofRHchQiDdkRxPWgP60PP5KXJ02AwZQHIjD4ego5qzBAP9s6GrniNRMC_QQWBigy_YhDSPNC5Hkca3NbkOl4KmhHGqWSp2Rlba6fE/s1600/imageno1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="485" data-original-width="674" height="286" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLWhXeiEpGhqngSqwzDA4-80apUrZcNvs3Ya-McFofRHchQiDdkRxPWgP60PP5KXJ02AwZQHIjD4ego5qzBAP9s6GrniNRMC_QQWBigy_YhDSPNC5Hkca3NbkOl4KmhHGqWSp2Rlba6fE/s400/imageno1.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: 12.8px;">Gray's Mill farmhouse, Slateford.</span><br />
The image resolution is too low<br />
<span style="font-size: 12.8px;">to </span><span style="font-size: 12.8px;">show the tethering hook by the door.</span><br />
<span style="font-size: 12.8px;">[Source : University of St Andrew's]</span></td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
As to the fate of the tethering hook, a helpful correspondent who has actively researched the history of Slateford advises that after the demolition of Gray's Mill in the early 1960's the iron ring "<i>allegedly</i>" found its way to the Railway Inn in the village (a Public House, I might add, once owned by my Gt. Gt. Grandfather who resided at Gray's Mill). But the Inn, along with the rest of the west side of the street would be wholly demolished in 1967 and the whereabouts of the ring after this date is unknown so even if it were retained its provenance may by now be lost.<br />
<br />
As for "<i>a company of English soldiers</i>" attempting to capture him, the Prince was well protected, no English soldiers were known to be that close to Slateford, and I doubt even a modern trained company of commandos forced to travel on horseback would have considered it prudent to carry out such a brazen action without being discovered by the Highland forces well before their entry to Slateford. Then to manage a safe escape from a no doubt well guarded farmhouse with their unwilling royal prisoner in tow? And simply for the Prince to leap out a rather narrow upper story window onto a horse that just happens to be conveniently standing in the correct position directly under the window but therefore inconveniently blocking entry to the front door stretches the imagination even further. One could lower oneself down from the window but quite frankly, I perceive it would be quicker to have raced down the internal stairway and out the front door. Need we say more? <br />
<br />
We know of course that the Prince's troops were in fact bivouacked in an adjoining field, that being confirmed from an amusing anecdote which also illustrates some considerable bravado on the part of the exasperated farm tenant.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHVCy47w4jvqHTIq7HYFhV1fsFHNlRNMMmPpN2qKwr8i4aD2XAGVZrBhNElNsAQ74lC0EgAIifkbxdaUeIjzjdamEhFRA7lXSgvV7xrOnruxwaVqVGE-1Ye8o627nMQy2oEzHwZ92gp1U/s1600/FromWaterofLeithsmall.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="708" data-original-width="992" height="285" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHVCy47w4jvqHTIq7HYFhV1fsFHNlRNMMmPpN2qKwr8i4aD2XAGVZrBhNElNsAQ74lC0EgAIifkbxdaUeIjzjdamEhFRA7lXSgvV7xrOnruxwaVqVGE-1Ye8o627nMQy2oEzHwZ92gp1U/s400/FromWaterofLeithsmall.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"Gray's Mill' Farmhouse as Viewed <br />
from the Water of Leith, taken circa 1900<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
<div class="MsoNormal">
<span lang="EN-US">A "<i>disenchanted</i>" and obviously less than enamoured Laird of Woodhouselee (a staunch Presbyterian and a committed Whig supporter) had earlier described the passing of "<i>the pretender Prince, his retinue and guards</i>" through Midlothian,</span><i>“....with their bagpipes and plaids, rusty rapiers, matchlocks and firelocks.....</i>” The said Laird also related accounts of "<i>pressing</i>" of horses and carriages, of plundering, and of destruction of personal property. It was this same <i>"rag tag and bob tail" </i>band of troops at Slateford who camped on a field [Gray’s
Park] of nearly ripe ‘<i>pease</i>’ belonging to the Gray's Mill tenant farmer, David Wright.<br />
<br />
Wright, no doubt feeling that he now had little to lose with his home appropriated by the Prince and his retinue, a large 'rabble' of Highland troops additionally occupying his precious farmland and flattening his crop, called at the farmhouse, being of course his <i>own</i> residence, and demanded compensation for his ruined crop. Clearly, confronting the Prince was clearly less intimidating than the thought of being summarily evicted from his tenancy by an unsympathetic Factor for unpaid rent.<br />
<div>
<br /></div>
The Prince then offered Wright a promissory note in the name of the ‘Prince Regent’ (which would have
been his Royal title when the Stuart’s regained the throne), but this was not found acceptable to the said farmer. The name of the ‘Duke of Perth’, was then offered
by an amused Prince as being a more credit worthy guarantor, which was then accepted. I wonder if Wright was in fact ever paid? </div>
<br />
I do wonder at my family, including my own Grandfather, who were farm tenants and resident in the said farmhouse from 1824 to 1879 recounting these well known 'tales'. Judging by the tall tales enthusiastically related by the then tenant in 1936 it would appear that my family must certainly have continued to romanticize and keep alive these 'legends' through much of the 19th century. I like to think that they delighted in recounting such tales, but no doubt with a twinkle in their eyes. But my Grandfather died as early as 1925 and my Father, although by then in adulthood, certainly knew nothing of these stories other than holding a few old photographs and knowing that his Father had lived for some years together with his then aged Grandfather at "Gray's Mill".<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5qwY03mjP4fvf-UHmqiQ7Kbh0gki8Isl4J2A5w_Ed-hDt2xTAZr7AD56PgXT5bXEZ58JtzwUMaBvt0I01QPF5FHz-FNFqhWRQ3ADUylexUAUAQVW0lm0SUN65M-pZ2nz6c88acPBuB70/s1600/ChurchEntrancesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="972" data-original-width="992" height="391" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5qwY03mjP4fvf-UHmqiQ7Kbh0gki8Isl4J2A5w_Ed-hDt2xTAZr7AD56PgXT5bXEZ58JtzwUMaBvt0I01QPF5FHz-FNFqhWRQ3ADUylexUAUAQVW0lm0SUN65M-pZ2nz6c88acPBuB70/s400/ChurchEntrancesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The "<i>New</i>" Crenelated and Gated Entrance to the old Slateford <br />
Secession Church adjoining the "Cross Keys Inn" at left.<br />
Taken circa 1900. This entrance is still extant today<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
But the Slateford of today would be virtually unrecognizable to the 18th century village witnessed by both the Prince and by Robert Pollock. Even by the mid 19th century, with convenient access to Edinburgh by canal, road and railway, extensive industrialization was evident in the area. A large quarry even now also served as a convenient tip for Edinburgh's 'night carts'. Without any listed status, the demolition of the circa 360 year old 'Gray's Mill' farmhouse, and which my paternal family had tenanted from 1824 to 1879, took place in the early 1960's. During the same period the remaining adjoining farmland was appropriated for a sprawling housing development. Thus the 'legends' surrounding the Prince and his residence at "Gray's Mill" have largely been forgotten<br />
<br />
The actual site where the house stood is now part of a soul-less carpark immediately behind and on the north side of a Sainsbury's convenience store and petrol station for the large adjoining Sainsbury's Edinburgh Longstone Superstore. The latter is actually quite an attractive modern building and a definite improvement on the previous ugly 'tin shed' (a compliment to the unknown architect) . But who would honestly now know when they park their car or purchase their petrol that Bonnie Prince Charlie plotted and received the news of the surrender of Edinburgh for the Stuart cause from this <i>very</i> site? Would Sainsbury's care to commemorate this fact with a plaque???<br />
<br />
I wandered around what was then just a warehouse car park in 2004 and could only ascertain the approximate site of the farmhouse from the location of the still extant 1913 Masonic Lodge Hall (now the Waterside Social Club) nearby at 26A Inglis Green Road. Inglis Green Road has itself also been widened which included part of the original farmhouse walled garden. I could simply feel no sense of connection or of times past, the changes over the last 50 odd years having been so complete.<br />
<br />
Changes to the village of Slateford itself have been pretty dramatic as well with the western side of the old town being completely demolished in 1967 in an unbridled act of modern vandalism to enable an admittedly narrow and by now very congested road to be widened. But this action destroyed the heart of the old village which up till then had at least retained something of the look and feel of former times. Such were the decisions of the then city planners who were tasked with looking to the future and not to the past.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIPByMyEg6-xb_RPtTE_2-6rrNTgko0Ee9EKI7Gtu8YWXPmXb0Dmq4x5U2Yv0NKQr-DN2Va2cX0qEPc3hR7MKUOFdWnuejL4T_NJqQAckQITsQ-3kT4-LSmMe3rTQkN_EEHdXI3QdLM3k/s1600/1532272_068cb2a5.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="480" data-original-width="640" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIPByMyEg6-xb_RPtTE_2-6rrNTgko0Ee9EKI7Gtu8YWXPmXb0Dmq4x5U2Yv0NKQr-DN2Va2cX0qEPc3hR7MKUOFdWnuejL4T_NJqQAckQITsQ-3kT4-LSmMe3rTQkN_EEHdXI3QdLM3k/s400/1532272_068cb2a5.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The "Cross Keys Inn" and former Church Entrance today.<br />
[Source : Wikipedia Commonds]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The afore-mentioned 18th century Cross Keys Inn still survives alongside the entrance to the former 1785 Slateford Secession Church. The Church building itself survives and is used for storage while the crenelated entrance, being described as "<i>new</i>" around 1900, is just next door.<br />
<br />
Two imposing 19th century landmarks also remain in situ at Slateford, being the brick arches of both the 1818-22 Union Canal aqueduct linking Edinburgh with Falkirk, and the 1840-42 Caledonian Railway viaduct which still links Edinburgh with Carstairs and the main West Coast Line South.<br />
<br />
I suppose that even in name only, and admittedly with some inaccuracies, we must at least be thankful that Slateford still commemorates their royal visitor with two well known landmarks, a bridge and a Public House. But the name "Gray's Mill" has, apart from the name of a Public House some distance away on the A70 into Edinburgh, now unfortunately passed into history.<br />
<br />
<br />
<b>Sources :</b><br />
<br />
- "<i>The People's Journal</i>", 21 Nov 1936 (courtesy of G. Watson)<br />
- "<i>Itinerary of Prince Charles Edward</i>", 1896, by Dr Walter Biggar Blaikie (Internet Archive)<br />
<div>
- "<i>Prince Charles Edward Stuart, His Life, Time, and Fight for the Crown</i>", 1913, by J. Cuthbert Haddon (Internet Archive)<br />
- "<i>Villages of Edinburgh</i>" Vol 2, 1987, by Malcolm Cant (from my own collection)<br />
- "<i>The Colinton Story</i>", 1994 by Lynne Gladstone-Millar, (from my own collection)</div>
<div>
- Personal family papers and photographs in my possession<br />
- With thanks to Gordon Watson, Penicuick, Midlothian</div>
<div>
<div>
<br /></div>
</div>
Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-87085214558927136012017-11-22T17:51:00.000+13:002018-01-25T07:30:30.533+13:00Chronicles of a Country Saddler, Mayor & Centenarian - Andrew Liddell of Winton<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9Dt65DIYS63xLRKdqwVr6riigYhjGMR1GH-4SM51fJ7ko_OtqeQKDfatj3qd-yvmLou_UhEWYhCNDtcd1uAc81Y46aXR8F3eiq6f4vc3ybZGKoRTnOAQ8Ty0jiYRzj_58WEhzTzH_-_M/s1600/AndrewLiddell+Feb1939+small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1443" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9Dt65DIYS63xLRKdqwVr6riigYhjGMR1GH-4SM51fJ7ko_OtqeQKDfatj3qd-yvmLou_UhEWYhCNDtcd1uAc81Y46aXR8F3eiq6f4vc3ybZGKoRTnOAQ8Ty0jiYRzj_58WEhzTzH_-_M/s400/AndrewLiddell+Feb1939+small.jpg" width="273" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Andrew Liddell of Winton in his 97th year,<br />
Taken at Heddon Bush, Feb 1939<br />
[Copyrighted Photo taken by William Dykes]</td></tr>
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<b>Last Update 18 Jan 2018 (further information always welcome)</b><br />
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This blog attempts to relate something of the life story of Mr Andrew Liddell (1842 -1942), a well known and highly respected Southland identity in his day but now, and after the passage of so many years, largely forgotten. A Scottish born colonial era immigrant, Andrew Liddell not only became a successful country saddler in both Christchurch and in the small rural Southern town of Winton New Zealand, but also served as Town Mayor for a period before finally reaching the significant milestone of becoming a centenarian. Liddell would also, as we shall read, put his practical skills, experience and business abilities to very good use in the local community.<br />
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It was the finding amongst old family papers of some no doubt unique old invoices from his rural saddlery business and then, shortly afterwards, the quite serendipitous discovery of an actual original photo of Andrew that piqued my interest in researching the life story of this obviously resourceful and practical minded Scotsman. A family descendant has subsequently provided further family information including another wonderful photograph.<br />
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<tr><td class="tr-caption" style="text-align: center;">Confirmation of Birth of Andrew Docherty (later Liddell)<br />
[Source : Scotland's People]</td></tr>
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So firstly, what do we know of Andrew Liddell's early life? Historical Scottish Church and family sources confirm that he was born in Paisley Scotland on the 18th June 1842 but what is surprising is that his parents were John <u>Docherty</u> (1815 - March 1861*) and Helen Liddell (13 Feb 1812 - 1857). And herein lies an interesting tale upon which we will learn more of anon. I do note that while Andrew Docherty's birth is entered into the Baptismal record book of the Paisley Burgh (or Low) Church (Church of Scotland - Presbyterian) he was not baptized here. This ceremony would occur on the 6th August 1842 at the George Street United Succession Church in Paisley, being a breakaway Presbyterian Church. So it appears that both parents were from two different churches, a registration of a birth and then a baptism at separate Presbyterian churches not being uncommon in such circumstances. [*This date was confirmed by Andrew Liddell to Historian Herries Beattie. I can however find no evidence of death in civil records but this is <i>also</i> not uncommon in these early colonial years]<br />
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The Otago & Southland volume of the Cyclopedia of New Zealand, being published in 1906, confirms Andrew as being the eldest son of John <u>Liddell</u> of Paisley. As Andrew would have had input into the writing of this bio he was at least prepared to acknowledge his father but not his original birth surname. After leaving school at nine years of age, Andrew's early employment was in rope spinning and then at a silk mill, Paisley being famous for thread manufacturing and spinning with 'Clarks' and 'Coats' being two such local firms. It was not uncommon for children of working class families to receive a short education and commence working long hours six days a week at such a young age. Could this have been one factor in a growing resentment against his father? Additionally, his later strong support of the temperance (anti drink) cause is perhaps also worth considering here. At any rate, Liddell confirmed many years later to Historian Herries Beattie that he had experienced "<i>a hard boyhood</i>".<br />
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But crucially, and in 1854, a young Andrew Docherty would next be apprenticed to the saddlery trade. Already his practical abilities were coming to the fore and he would go on to make this trade his future career.<br />
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It was now as a qualified saddler and at around 14 years of age that Andrew, along with his family, departed Gravesend on the Thames on the sailing vessel 'Palmyra' on the 28th October 1857, arriving at Port Chalmers, Otago, New Zealand on the 14th February 1858 after an extended 105 day voyage [Incidentally, this was the same voyage that carried the 'unlucky' Tokomairiro Church bell which I wrote about <a href="http://the-lothians.blogspot.com/2017/05/the-saga-of-unlucky-tokomairiro-church.html" target="_blank">HERE</a>]. While Captain Tierney would be charged with seven breaches of the Passenger's Act 1855 and fined £30 a number of passengers wrote in support of Tierney and many of the 300 immigrants on board had in fact signed a testimonial to him at the end of the voyage so opinions were rather divided.<br />
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The passenger manifest lists "<i>Mr J Docherty</i>", "<i>Mrs Docherty</i>", and "<i>4 children</i>" in steerage confirming that the family emigrated to New Zealand together, undoubtedly in search of a better life abroad. But crucially, published records also tell us that Mrs Helen Docherty died on the voyage out, being one of nine deaths on board. All would have been buried at sea and no further details were given. Family sources then advise John and his son Andrew as "<i>going to live with relatives in Nelson</i>". We now know this to be incorrect as confirmed by two independent sources.<br />
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A typed record of the Staples family (who Andrew later married into) provided to the NZ Society of Genealogists states; "<i>He left Scotland on board 'Palmyra', arriving in New Zealand in February 1858, only to find that there were just eight horses in Dunedin! So he found work as a plough boy and a bullock driver for a Mr </i>[David] <i>Berwick </i><i>of Saddle Hill. He drove a two-wheeled dray with six bullocks, taking household goods and stores to the gold diggings at the Dunstan (Clyde). Later, he drove his own team and travelled to Gabriel’s Gully, a rich goldfield near Lawrence. Later, he travelled north by steamer from Dunedin to Auckland. In 1869, he went to Canterbury, and became a saddler in Cashel Street, Christchurch</i>."<br />
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In 1935 and again in August 1938 Andrew Liddell was interviewed by that great Historian and Author, Herries Beattie, the latter earlier preparing an article for publication in the Southland Times, being submitted on the 30th October 1935. This article is not among Beattie's papers in the Hocken Library, only the article headings and some notes. These at least confirm that Liddell drove bullock teams from Waikouaiti inland over the Pig Root to the Maniototo and Manuherikia, some of his experiences at this time being described. The published article will take a little searching as Papers Past has not yet covered this period of "The Southland Times". There may also be references in one or more of Beattie's numerous published works. <br />
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His entry in the Cyclopedia of New Zealand merely states that from his arrival in 1858, "<i>Mr Liddell experienced many changes incidental to early colonial life, including visits to Auckland, Nelson, and West Coast goldfields</i>." Of this period we know that the gold rush at Gabriel's Gully took place primarily between 1861 and 1862 and that on the West Coast between 1864 and 1867 although the above biography excludes any reference to being on the West Coast goldfields although Nelson is at least mentioned.<br />
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As stated above, we find that in 1869 Liddell, and now using his mother's maiden surname, entered into business as a Saddler in Cashel Street Christchurch in the Province of Canterbury. There are two family stories relating to this change of surname but after the space of so many years it is difficult to confirm the absolute veracity of either. The first story holds that he changed his surname to 'Liddell' to simply "<i>fit in</i>" with the predominately Scottish settlers in the south, assumedly during his earlier time spent in Otago. The second story, which circulated around some older members of the family and to which I would give greater weight, holds that he simply did not care much for his father and "<i>wanted to lose his identity</i>" so upon his arrival in New Zealand he simply assumed his maternal surname. This could have been achieved very easily if he did not have to rely on any apprenticeship papers or testimonials from Scotland for his employment or required a Church disjunction (transfer) certificate. <br />
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Interestingly, a family story relates that Liddell was "<i>a member of the early cycling club and was one of the few surviving persons who rode the old penny farthing bicycle</i>". I assume this to have most likely been a club in Christchurch (possibly the Canterbury Bicycle Club) and while he was still a relatively young man.<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Sale of Andrew Liddell's Saddlery Business<br />
[Source : "The Press", 13th Jan 1882]</td></tr>
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On the 13th January 1882 we find Andrew Liddell advertising his "<i>Old Established</i>" saddlery and Harness making business for sale, having been "<i>carried on successfully by the present proprietor for the last ten years</i>". So it would appear that from 1869 to 1872 he had perhaps only been an employee within the business before buying it out in 1872. On the 21st May 1874 Liddell married Ada Jane Staples, a native of Imber in Wiltshire, England, having arrived in New Zealand in 1858 with her parents at just two years of age. Andrew was then almost 32 and Ada not yet quite 18 but it appears to have been a very happy marriage. Both Andrew and Ada would then set up home in Woolston with their first child being born in November 1874, being followed by twin boys in November 1876. A Lodge member, Liddell would be appointed Provincial Grand Master of the North Canterbury district in 1879, quite an honour but still not by any means the only feather in his cap.<br />
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Around June 1882 the Liddell family took a steamer south to Campbelltown (Bluff) at the southern end of the South Island. From here he would set up a new saddlery business in the strategically placed rural servicing and railway town of Winton in Central Southland. This would go on to became one of the largest such establishments in the district. But why he chose to leave an established business in Christchurch and move to Central Southland is unknown but his choice would surely turn out to be the right one. What I find interesting is that Liddell advertises his new business in Winton opening as from the 20th June 1882 but chose not to advertise his existing Christchurch business for sale until January 1883. I daresay he wished to make a go of the new enterprise before totally cutting existing ties.<br />
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The new business would carry on much as before. Besides the manufacture of saddlery, "<i>Mr Liddell was a large importer of ropes, tarpaulins, horse covers,canvas, oils, etc</i>." An invoice dated 1898 states that the business stocked "<i>saddles, side saddles, bridles, coach, gig, buggy, and cart harness, spurs, whips, bits, and every description of saddlery in stock</i>".<br />
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<tr><td class="tr-caption" style="text-align: center;">The First Evidence of Andrew Liddell,<br />
<span style="font-size: 12.8px;">Saddler & Harness Maker </span><span style="font-size: 12.8px;">in Winton, Southland</span><br />
<span style="font-size: 12.8px;">[Source : "The Southland Times", 20 June 1882]</span></td></tr>
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But his personal interests and service to the local community would also be notable; "<i>He was elected to the </i>[Winton] <i>Borough Council in 1892, and during his term of office, a handsome Atheneum building was erected. Mr Liddell was chairman of the Winton Literary </i>[and Debating] <i>Institute, treasurer of the Lodge Winton</i> [No 108, N.Z.C.], <i>and a member of the Oddfellows, Manchester Unity</i>".<br />
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Another obvious passion is noted in 1884 when Liddell acted as a Steward for the Winton Jockey Club annual races, no doubt having supplied much of the saddlery and various accoutrements for many of the locally owned race horses. He would then quickly go on to be elected Vice-President in 1888 and President in 1889, quite an achievement. This would, however, still prove not to be the penultimate achievement for this public spirited and very industrious man.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjck8LAUuaFv_yMfFuBPDLajvkUc6-A59xyke4B5HBP3BCGdMZbgaSU9gWRQU5roLmgbt7bAjRBzMPlyMWVJLAVlwzjzD4kgVwVsY60KPtye7_pzPwgKeT0eIEkJL7akFCXmCcir5ViCs/s1600/IMG_7395small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="480" data-original-width="640" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjck8LAUuaFv_yMfFuBPDLajvkUc6-A59xyke4B5HBP3BCGdMZbgaSU9gWRQU5roLmgbt7bAjRBzMPlyMWVJLAVlwzjzD4kgVwVsY60KPtye7_pzPwgKeT0eIEkJL7akFCXmCcir5ViCs/s400/IMG_7395small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Close-Up of Andrew Liddell from the Photo shown below<br />
Taken circa 1900<br />
[Photo Courtesy of Malcolm Liddell]</td></tr>
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The Saddlery business at Winton appears to have been a great success with Liddell opening a new and "<i>very commodious saddler's shop</i>" in August 1885. This initial success may have encouraged him to open a new branch in Lumsden on the 24th August 1885. But unfortunately the new branch evidently proved not to be financially viable, being simply closed down as early as February 1887 rather than being sold as a going concern. In August 1885 Liddell makes reference to further reducing prices to "<i>suit the times</i>" and he, like many of his customers, were probably hit by the continuing general economic and rural downturn so expanding the business at this time was probably just bad timing, especially with additionally having to now pay for a qualified Tradesman at Lumsden.<br />
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In January 1888 his business would have a very lucky escape when the nearby Winton Hotel burnt down, Liddell being forced to remove his saddlery goods to safety across the street. A further expansion of the premises would then take place in June 1893, now stocking an even greater range of saddlery and horse related products, including equine related medicines. His business title at this times reads; "<i>Winton Saddle, Harness, and Collar Factory</i>".<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSefu3HWkGGhqsasr3N7z2sbhoVz0PA6-KXiAIwXmbI9dz50A3STereUdr9BGXFm7LU8r23E8Q3OVGtVpBZOOZBdnhn4aBw4Gq3fhZV29Q4GIp6WaQJL1ZiVMoky2yAFfUALnig22bvy8/s1600/Liddell4Apr1898small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="823" data-original-width="992" height="331" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSefu3HWkGGhqsasr3N7z2sbhoVz0PA6-KXiAIwXmbI9dz50A3STereUdr9BGXFm7LU8r23E8Q3OVGtVpBZOOZBdnhn4aBw4Gq3fhZV29Q4GIp6WaQJL1ZiVMoky2yAFfUALnig22bvy8/s400/Liddell4Apr1898small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Invoice for "A. Liddell & Sons" dated 1st April 1898.<br />
<span style="font-size: 12.8px;">[Source : Personal Family Papers]</span></td></tr>
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In May 1890 Liddell, as Secretary (possibly of the local Farmers' Club), chaired a meeting of farmers in the Winton Hotel to consider "<i>the Small Bird Nuisance</i>". He had, by now, also been elected Chairman of the Winton School Committee. And seemingly not content with an existing heavy workload of business and public activities he now became President of the Winton Caledonian Society, having served as a Committee member since 1884. But significantly, and in 1894, he was also voted onto the Awarua Temperance Party to represent Winton so was clearly teetotal and not afraid to represent this divisive cause. His obvious skills, ability to manage his prodigious workload, and his status in the community would however be fully recognized when, between 1896 and 1898, he would hold the very great honour of serving as the Winton Town Mayor. But <i>still</i> he somehow managed to find a little extra time to devote to his membership of the "River Board", representing, along with four other members, the Winton River District.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju37r77M8SEZCUBfVMh_4jfRPDWmvMTACkTJWMMUZJ0up-B7SyD9MjvtbCnWseLeR8H1jDw_vxYoc3VQHhgPkQ7DFx1FSMYY1dXIFsvoR1WsV9iEV38WeiReTtLi5pilqmGdTaQo92nfk/s1600/IMG_7394small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="381" data-original-width="577" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEju37r77M8SEZCUBfVMh_4jfRPDWmvMTACkTJWMMUZJ0up-B7SyD9MjvtbCnWseLeR8H1jDw_vxYoc3VQHhgPkQ7DFx1FSMYY1dXIFsvoR1WsV9iEV38WeiReTtLi5pilqmGdTaQo92nfk/s400/IMG_7394small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Andrew Liddell and his Two Sons, <br />
taken outside the Winton Premises,<br />
Circa 1900<br />
[Photo courtesy of Malcom Liddell]</td></tr>
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The business had now expanded to such an extent that on the 23rd January 1897 Liddell opened a second shop in Winton, now bringing his two sons Arthur and Herbert in as full partners, both already having "<i>been working for him for some years</i>". And sometime after the turn of the century, but prior to May 1903, branches would also be opened at Drummond and in Mossburn.<br />
<br />
Unfortunately tragedy would strike at 3am on the morning of the 4th January 1904 when a devastating fire destroyed a number of wooden building in Winton, including 'A. Liddell & Sons' Saddlery shop - and no doubt also their financial records. The location is noted as being adjoining the still extant two story brick 'Jamieson's Building' which was largely saved. Liddell held insurance cover of £810 (and was in fact an agent for the company) with re-insurances of £230 each with two other firms but, it was noted, none of the businesses affected held cover for the full amount of their losses. But the business would survive this untimely conflagration. One invoice I hold is dated the 2nd February 1904 but includes an account dated July 1903 however this may be from the existing Drummond branch, being more convenient for my Grandfather than Winton.<br />
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The destruction of the Winton premises was obviously not a catastrophic financial loss as his sons would further diversify the business with additional branches being opened at Otautau as early as 1907 (after purchasing the business of Mr James Kidd) and in Balfour, all being in prosperous rural areas and serviced by the railways. But Andrew Liddell Snr., being now in his 60's, is mentioned very little from the earlier years of the 20th century as he slowly handed over his responsibilities to his very capable sons.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKv2TeSTO0FWYwYRSpkI-JVcKXJbvnOsWrE5GzZOeTMNG3hGW18hxbZN8k636-VRRZF5HlGW_J0jnYHyrIAMTLvFde5wbcaQNL0O-YqZgarnYC68_v5hjBOJ4Jw4icQAUiD48N0mHiYzs/s1600/Liddell4Aug1904small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="620" data-original-width="992" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKv2TeSTO0FWYwYRSpkI-JVcKXJbvnOsWrE5GzZOeTMNG3hGW18hxbZN8k636-VRRZF5HlGW_J0jnYHyrIAMTLvFde5wbcaQNL0O-YqZgarnYC68_v5hjBOJ4Jw4icQAUiD48N0mHiYzs/s400/Liddell4Aug1904small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Invoice for "A. Liddell & Sons" dated 2nd Aug 1904.<br />
<span style="font-size: 12.8px;">This has been signed by Arthur Liddell.</span><br />
<span style="font-size: 12.8px;">[Source : Personal Family Papers]</span></td></tr>
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Sadly, Andrew's wife Ada died on the 3rd December 1918 at 62 years of age after a long period of ill-health. Her obituary notes that; "<i>She was a worthy helpmate, and unobtrusively performed many kindly and charitable acts among her friends and neighbours</i>." She also took a keen interest in her Church which I assume to be the Winton Presbyterian Church as the family were brought up in this faith. Ada was also a talented pianist. At this time their son Andrew Liddell, a baker, was serving with the forces in Palestine but would survive the war and return home. But of their fourteen children, six would die in infancy and one at 12 years of age, truly a saddening tale. Despite Andrew being 14 years older than Ada he would live on a further 24 long years after her death. </div>
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Immediately after Ada's death, and on the 28th December 1918, Liddell now promptly sold up his furniture and personal effects and then moved in with his youngest daughter Evelyn, also a resident of Winton, but spending the winters with his family further north including his son Gordon in Wanganui.<br />
<br />
In February 1936, and at age 94, Liddell was quoted as being; "<i>a wonderful example of the early pioneers, being hale and hearty and often travelling in various parts of the Dominion</i>." In fact, he continued to travel alone until he was in his 99th year. Another notable achievement was when, and at age 98, he was officially declared the oldest living "<i>Past Provincial Grand Master</i> [of a Lodge]" in the world, having of course been elected to that post as far back as 1879. </div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRZfddFrwHleEfqgW6N80EAZd29HjnuOTEWoh3gqK90nuWNMhPqqglRQdNWMFi1gUcQTQuotld9y0M1lpi5Tk8U5B4AAptOqrPCc0NJGwpiG47Ej7nnXRm_S9nWDojhblHBtkfSO1uo90/s1600/AndrewLiddellSignature1941small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="128" data-original-width="425" height="120" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRZfddFrwHleEfqgW6N80EAZd29HjnuOTEWoh3gqK90nuWNMhPqqglRQdNWMFi1gUcQTQuotld9y0M1lpi5Tk8U5B4AAptOqrPCc0NJGwpiG47Ej7nnXRm_S9nWDojhblHBtkfSO1uo90/s400/AndrewLiddellSignature1941small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Andrew Liddell's Signature on his will, 8th July 1941<br />
[Source : Archives New Zealand]</td></tr>
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My Grandfather photographed Andrew in the garden of my Mother's family home at Heddon Bush in February 1939, his photo being shown at the top of this page. As a well established and very hospitable Scottish born farming family, and having been long term customers, their friendship would have extended back almost to the time Andrew set up business in the district. But the invoices I hold (eight in total) are in fact from my Father's family, also being established farmers in the Heddon Bush district. So both were thus regular and loyal customers of "Liddell & Sons". </div>
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<tr><td class="tr-caption" style="text-align: center;">Andrew Liddell "Southland Centenarian", taken 18th June 1942<br />
[Source "The Auckland Weekly News", 8 July 1942]</td></tr>
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Andrew Liddell's final milestone was reached on the 18th June 1942 when he achieved the significant age of 100 years. But owing to his then failing health a formal banquet to be put on in his honour by the Winton Borough Council had to be cancelled. Instead, a smaller gathering took place at his daughter's home. The then Winton Mayor speaking at this rather more intimate and personal gathering noted the unique situation of a sitting Mayor being able to congratulate an ex-Mayor on reaching 100 years. Liddell would also receive over 150 telegrams, including one from the King and Queen, a most telling testimony to his status in the community and of his wide circle of friends, family and acquaintances, both in New Zealand and overseas. By this stage he was not only the oldest Past Provincial Grand Master but also now the oldest Oddfellow in the world.<br />
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<tr><td class="tr-caption" style="text-align: center;">Liddell Family Gravestone,<br />
Old Winton Cemetery<br />
[Source : Tim Macdonald]</td></tr>
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Having reached this great milestone in his life, Andrew died, no doubt with a contented heart for a full, long and useful life, at Invercargill on the 25th November 1942 and is buried in the Old Winton Cemetery with his wife and their son Edward who both pre-deceased him (location in Cemetery; Plot 18, Old Survey Block XI). His estate was valued for probate purposes at £682.10.6</div>
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<b>Copyright & Updates :</b> Commercial publication prohibited without my specific written permission. Excerpts may however be copied for private or academic use provided this site or the original publication source is acknowledged. Corrections of any unintentional errors or additional relevant information welcome. My email link appears in the right-hand menu bar.</div>
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<b>Sources :</b></div>
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- Papers Past <b>/</b> Te Puna Mātauranga o Aotearoa<br />
- Hocken Collections, Dunedin<b> /</b> Uare Taoka o Hākena (Herries Beattie papers MS-582/B/17 and MS-582/G/8)<br />
- Archives New Zealand <b>/</b> Te Rua Mahara o te Kāwanatanga<br />
- Scotland's People website<br />
- Family Search - The Church of Jesus Christ of Latter Day Saints</div>
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- "The Cyclopedia of New Zealand - Otago & Southland", 1906 (from my own collection)</div>
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- "The Winton Record", 18 Feb 1936 (from my own collection)</div>
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- "Staples Family Tree and History" (NZ Society of Genealogists, Auckland) </div>
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- Cochrane Family Papers (In my possession)</div>
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- William Dykes Photographic Collection (In my possession)</div>
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- Various Internet sources<br />
- With grateful assistance from Malcolm Liddell & Jane Shennan</div>
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- Also my thanks to Tim Macdonald for taking the photograph of Andrew and Ada's Gravestone.<br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-5449431547925373462017-11-14T19:11:00.000+13:002017-12-15T16:48:41.392+13:00The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part Five)<div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkJqfGRfvSH0PrZTLYoWS9vPa-y87Jdxrkm2fCOoHz2USlEKxnuQgJ04B8RtuBCaPX5321X8syoqKbClf3hs4lZUvoGNSiOfNDnXJFc2m8uJMOTsQ1YJcU0eWRQIEsUZG9VtzcA-1oU2o/s1600/FGatwoodsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1451" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkJqfGRfvSH0PrZTLYoWS9vPa-y87Jdxrkm2fCOoHz2USlEKxnuQgJ04B8RtuBCaPX5321X8syoqKbClf3hs4lZUvoGNSiOfNDnXJFc2m8uJMOTsQ1YJcU0eWRQIEsUZG9VtzcA-1oU2o/s400/FGatwoodsmall.jpg" style="cursor: move;" width="272" /></a></div>
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Gravestone of Frederick Gatwood</div>
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in the East Perth Cemetery, Western Australia</div>
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[Used with kind permission of a family descendant]</div>
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<b>Mr Frederick Gatwood - Assistant Engineer</b></div>
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<span style="font-family: "times new roman";">This Blog concludes my series entitled "The Forgotten Enginemen of the Dunedin and Port Chalmers Railway". To go to my short history of the D&PCR Co. click </span><b style="font-family: "Times New Roman";"><a href="http://the-lothians.blogspot.com/2017/10/the-forgotten-enginemen-of-dunedin-port.html" target="_blank">HERE</a></b><span style="font-family: "times new roman";">. In this blog series we explore these "forgotten" enginemen, their early lives, their engineering and railway backgrounds, their employment with the D&PCR Co., and their subsequent railway and post railway careers and lives. </span><br />
<span style="font-family: "times new roman";"><br /></span><span style="font-family: "times new roman";">Our fourth and final biography, having been pieced together from published, on-line and private sources,</span><span style="font-family: "times new roman";"> </span><span style="font-family: "times new roman";">charts the life of Mr Frederick Gatwood, being initially employed as an Assistant Engineer for the D&PCR Co. As we shall read, Mr Gatwood led a rather interesting and decidedly peripatetic life which would, unfortunately,</span><span style="font-family: "times new roman";"> be tragically and unexpectedly cut short in the prime of his life. From what I have read I would describe him as very adaptable and not afraid to try something new, a very practical minded person and not afraid of hard work, an honourable man, a family man, sociable, and it would appear, enterprising and very successful in matters of business. </span><br />
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Frederick "<i>Fred</i>" Gatwood was, according to his son's birth certificate, born in Bristol, England, not as noted by Mr Sligo in 1928 and even in his own obituary, as in "<i>Lancashire</i>". A family descendant believes him to be the "<i>Frederick Gattward</i>" born in Bedminster, Bristol in December 1851 to Edward and Emma (née Custerson) Gattward. Phonetic spelling in the days prior to civil birth records was common and in fact the 1851 census records the surname as "<i>Gattwood</i>". </div>
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Interestingly, Frederick's Father Edward, a "Civil Engineer", was in later years, the Manager of the Bristol Railway Carriage and Wagon Works Company. With an engineering background in his family it is probably not surprising that Frederick would also choose to follow a similar career path. But knowing that the latter company supplied the carriages, wagons and other rolling stock for the D&PCR Co., I do wonder if there could be a connection here to Frederick perhaps also having worked for the same company? Employing someone holding experience in the manufacture of the rolling stock would certainly have been an advantage to the D&PCR Co. half way around the world.<br />
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After moving with his family to Holmer, Hereford and then back to Upper Easton in Bristol, Frederick now followed in his Father's footsteps as an "<i>Engineer's Apprentice</i>". As the now twenty year old Frederick came out with Messrs Amos and Thomas with the Fairlie locomotives "Josephine" and "Rose" from Bristol on the "Wave Queen" in 1872, he must also have signed 'Articles of Agreement' through Robert Fairlie. And, as noted above, could Frederick have been working for the Bristol Railway Carriage and Wagon Works Co.? The connection with Fairlie and the Bristol works manufacturing the rolling stock (under the oversight of Fairlie) for the D&PCR Co. is intriguing, and in my mind at least, would make perfect sense. </div>
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<tr><td class="tr-caption" style="text-align: center;">The Iron Clipper Ship "Wave Queen"<br />
[From an old published print]</td></tr>
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<span style="font-family: "times new roman";">The first mention of Frederick Gatwood in direct connection to the D&PCR Co. is when he arrived at Post Chalmers New Zealand on the 853 ton "Wave Queen" from Bristol on the 28th August 1872 after a "</span><i style="font-family: "times new roman";">fair passage</i><span style="font-family: "times new roman";">" of 98 days (actually her fastest ever voyage out). Gatwood would then take up his employment as an Assistant Engineer with the Dunedin and Port Chalmers Railway Company. Nothing is specifically known of his time with the company. He will almost certainly have assisted in the servicing of the locomotives and rolling stock under the direction of Mr Amos the Chief Engineer and no doubt assisted him with the initial assembly of "Josephine". </span></div>
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<span style="font-family: "times new roman";">While Gatwood's Obituary states that he came to New Zealand as a young man where he had "</span><i style="font-family: "times new roman";">mining and other experience</i><span style="font-family: "times new roman";">" I do not place too much store in this vague comment written years later by someone who would not have known him at this time and of course they also incorrectly gave his place of birth as "</span><i style="font-family: "times new roman";">Lancashire</i><span style="font-family: "times new roman";">". There are in fact gaps in a number of civil records relating to Frederick's past but family research has proven beyond any reasonable doubt that we have the right man. He may have had some mining experience before he left New Zealand but we do not know where. </span></div>
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By April 1874 Gatwood was now apparently living in North Otago. An advertisement under "<i>Missing Friends</i>" in the "North Otago Times" of the 8th April 1874 advises "<i>Fred Gatwood</i>" to collect a letter from the Palmerston Post Office which indicates that he was residing in the general area. I hope he received it. I do know that from March 1874 the main south railway line between Oamaru and Moeraki was then under construction with Messrs Brogden & Sons holding the contract so this is a possibility should his employment with another railway construction firm after this date be taken as a guide. At any rate, he had been a locomotive driver since about May 1875 (as noted below) and would have had experience as a locomotive assistant or "<i>stoker</i>" prior to this date to gain the relevant qualification.<br />
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From around the 8th March to the 3rd April 1876 Gatwood is then specifically referred to as having been employed as an engine driver by the private railway contracting firm, W.G. Morrison & Co., who were then constructing the new Waiareka Branch Railway just south of Oamaru. During this time Gatwood had driven a small locomotive named "The Rover" being manufactured by Kincaid, McQueen & Co. of Dunedin, with his regular fireman being John Robinson.<br />
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Their former locomotive would suffer a boiler explosion in May 1876 due to a defective steam gauge and safety valve [which had been reported], the latter having been tied down to avoid blowing off steam at low pressure. On one occasion Gatwood was noted as having held the valve down with his hand in order to maintain pressure but it was the locomotive's then Driver, Mr D. Mitchell, who requested his fireman to later add the rope, believing the pressure gauge to be of sufficient warning. The Driver, Dugald Mitchell and the Contractor's clerk, Alexander Taylor, both lost their lives in the subsequent explosion. The fireman, John Orr, survived. </div>
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On the 5th May 1877, and now employed by the New Zealand Government Railways and stationed at Oamaru, Gatwood was the driver on a passenger train from Timaru when the engine, and in darkness and at low speed, struck an object on entering the Oamaru Town Belt. After initially believing it had been a sheep on the line it was later found that a man had been run over and killed. At the inquest (the afore-mentioned) Mr GH Amos, in his capacity as Provincial Locomotive Inspector at Oamaru, stated that, "<i>Gatwood had been driving about two years, but has been connected with the railways in Otago for about five years. He is one of the most careful, sober, and steady men on the line</i>". The jury found the man to have died due to the effects of drunkenness "<i>and that there is no blame attributable to the engine driver</i>." The Coroner believed the man had simply fallen asleep on the line but no object had been seen by the ever attentive Gatwood. This was probably not surprising considering the relatively poor lighting of the colza oil locomotive lamps then in use.<br />
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But now a surprising twist. In early March 1882 we find Frederick Gatwood working in the Northern Hotel in Oamaru, being owned by his old D&PCR Co. associate, former Foreman of the Oamaru Locomotive depot, Locomotive Inspector, and friend, the above Mr George Amos. There is no published record of Gatwood having left the Railways service so I feel certain that he did not leave under a cloud. But the Hotel would be sold in March 1883 when Amos was declared bankrupt. Perhaps this is when the still single Gatwood undertook his "<i>mining experience</i>" in New Zealand? There is certainly a five year gap between late 1882 up to 1887.<br />
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A personal interest of Gatwood's is noted in August 1882 by his active membership of the Oamaru Jockey Club, this being the last mention of him in public and civil records anywhere in New Zealand. This would however serve as a clue to point towards another quite surprising twist and turn in his very peripatetic life - a move to Australia. I first confirmed this from Australian newspaper references but was then lucky enough to discover a family descendant who was aware of his connection to the D&PCR Co. and has been most helpful in providing further detailed information.<br />
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Frederick Gatwood had experience in engine driving, hotel keeping, and in horse-racing (as well as possibly mining experience) and he would, as we shall read, now put all three to very good use in Australia. </div>
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After leaving New Zealand, and around 1886-87, Gatwood is first noted as being employed as an Engine Driver on the Great Western Railway at Dubbo, a major railway centre in New South Wales. This fact also confirms that he had previous locomotive driving experience. Gatwood is then noted as marrying his wife, Mary Ann ("Annie") Burness, on the 22nd February 1888 at Dubbo in NSW. By this date Frederick was working as a commission agent in Brisbane, Queensland, his wife and daughter soon joining him. Their son Ted's birth certificate clearly confirms Frederick as being born in Bristol, England. </div>
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Gatwood then had "<i>further mining and racing experience</i>" in Queensland before selling up and leaving for Sydney on the 30th November 1889 and thence onto Perth to deliver a new "Patent Totalisator" to be used at the West Australia Turf Club New Year race meeting in Perth. It is clear that Frederick and Annie intended to then settle in Western Australia. Frederick would now become the Licensee of the "Imperial Hotel" in York, W.A. before moving to the "Globe Hotel" in Wellington street, Perth and opposite the Railway Station sometime after April 1892. By September 1892 he was carrying out major renovations to the hotel, being celebrated in November with "<i>a grand dinner</i>".<br />
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<tr><td class="tr-caption" style="text-align: center;">A Busy Wellington Street, Perth, circa late 1890's.<br />
The Globe Hotel appears in the middle distance.<br />
[Source : Battye Library, Perth]</td></tr>
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His worst misdemeanour as a Publican appears to have been a charge of selling alcohol on a Sunday, being on the 4th December 1892. Despite a quite brilliant and rather humorous defense being based around what I would term deception and intentional entrapment by four plain clothed Constables, Gatwood was fined £50 He was, however a very successful Publican, turning the business from obscurity to "<i>one of the most popular hostelries in the city</i>". Frederick also continued his active interest in the Turf Club, being Manager of the Totalizator.</div>
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We then find that after being taken suddenly ill on the evening of the 31st July 1894, Frederick Gatwood, "<i>the popular Licencee of the Globe Hotel</i>", died of peritonitis aged 42 years. The interment took place on the afternoon of Wednesday the 1st August at the Church of England Cemetery, Perth, the funeral cortege consisting of "<i>sixteen or seventeen vehicles, and quite a number of mourners who followed on foot</i>" leaving from the Globe Hotel in Wellington Street at 3.30 pm. The service, being "<i>very largely attended</i>", was conducted by the Rev. H. Wallis.<br />
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A man of some means, included in Frederick Gatwood's estate was a block of six terrace houses valued at £22,500 His widow, who had the handsome gravestone erected to his memory, remarried in June 1897 to a Rockhampton born businessman, Mr George Henriques. Frederick Gatwood was survived by his four children. "Faith", "Ted", "Percy", and "Mollie".<br />
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A Close-up of Frederick Gatwood's Gravestone</div>
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in the East Perth Cemetery, Western Australia</div>
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[Used with kind permission of a family descendant]</div>
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"<i>Of genial temperament and generous natured, he endeared himself to all with whom he came in contact.</i>"</div>
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<b><br /></b><b><br /></b><b>Copyright </b>: This blog may not be reproduced without my specific written permission and <b>/</b> or that of family descendants. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.</div>
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<b>Sources :</b></div>
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- Papers Past / Te Puna Mātauranga o Aotearoa</div>
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- Archives New Zealand / Te Rua Mahara o te Kāwanatanga</div>
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- Heritage New Zealand / Pouhere Taonga</div>
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- "The New Zealand Railways Magazine", 1934</div>
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- Toitū Otago Settlers Museum, Dunedin</div>
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- McNab Room, Dunedin Public Library</div>
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- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973</div>
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- "Josephine and Her Friends" by JA Dangerfield, c.1994</div>
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- Genealogy.com</div>
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- Trove (National Library of Australia)</div>
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- With my grateful thanks to a Gatwood family descendant</div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-52497184082419779312017-11-08T13:02:00.000+13:002017-11-15T06:31:28.954+13:00The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part Four)<div style="font-family: "times new roman";">
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Marble Gravestone of Thomas & Margaret Graham,</div>
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Anderson's Bay Cemetery Dunedin</div>
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[Source : Dunedin City Council]</div>
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<b>Mr Thomas Graham - Locomotive Fireman </b></div>
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<span style="font-family: "times new roman";">This Blog is a continuing instalment in my series entitled "The Forgotten Enginemen of the Dunedin and Port Chalmers Railway". To go to my short history of the D&PCR Co. click </span><b style="font-family: "Times New Roman";"><a href="http://the-lothians.blogspot.com/2017/10/the-forgotten-enginemen-of-dunedin-port.html" target="_blank">HERE</a></b><span style="font-family: "times new roman";">. In this blog series we explore these "forgotten" enginemen, their early lives, their engineering and railway backgrounds, their employment with the D&PCR Co., and their subsequent railway and post railway careers and lives. </span><br />
<span style="font-family: "times new roman";"><br /></span><span style="font-family: "times new roman";">Our third biography, having been pieced together from a number of published and online sources, </span><span style="font-family: "times new roman";">charts the life of Mr Thomas Graham, being initially employed as a Locomotive Fireman for the D&PCR Co. As we shall read, Mr Graham went on to have a long and fulfilling railways career in the south which, along with his then driver Mr John Thomas, included a couple of notable railway firsts. </span></div>
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Graham appears to have been born around 1843 but I have been unable to locate him in Scottish Baptismal records. And without more accurate information searching census records could prove a costly exercise. His obituary at least confirms that he was born in West Calder, Scotland. On the 7th July 1872 Graham arrived at Port Chalmers on the sailing vessel "William Davie", having left the Clyde on the 6th April 1872 with a complement of 390 passengers, many being assisted immigrants. Oddly his name does not appear on the passenger list so I wonder if perhaps he worked his passage? </div>
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His first work in Scotland had been that of a "<i>plate-layer and Engine Driver</i>" but with which railway company is unknown. The two likely possibilities, based on where he was born, would be the Caledonian Railway Company or the North British Railway Company.</div>
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The most likely scenario is that he was directly employed in Otago by the D&PCR Co. upon his arrival based on his previous railways experience and qualifications rather than having been engaged for this work in Scotland. His obituary dated 1919 states that, "<i>his first work in Dunedin was as fireman to Mr Jack Thomas (who, it is understood, is still living), when they worked the first engine running to Port Chalmers. This engine was one of the two double-engined Fairlies</i>...".</div>
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The double door firebox on Double-Fairlie</div>
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Locomotive "Josephine", 2016</div>
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[From my own collection]</div>
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The "<i>first engine running to Port Chalmers</i>" is well recorded in published accounts of the D&PCR Co., with John Thomas as driver and Thomas Graham firing when the Double-bogie Fairlie locomotive "Josephine" hauled the first 'public' timetabled train on the line from Dunedin to Port Chalmers on Wednesday the 1st January 1873.<br />
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The boiler configuration on the Double-Fairlie's, as can be seen on the preserved 145 year old "Josephine" above, included a centrally mounted firebox with two firing doors and two boilers, each extending to the 'front' and 'rear' of the engine. Thus firing was to the side on the rather cramped footplate on the fireman's side of the boiler, hardly an excessively large area by any means, especially when wielding a shovel of coal on a moving locomotive. I daresay a short handled coal shovel was in order.<br />
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And while Thomas Graham may have been fireman on the first public trip on the 1st January 1873 and again on the 16th July 1873, his obituary also states that he "<i>was one of the original engine drivers on the Dunedin-Port Chalmers railway</i>". Knowing that he had previous driving experience in Scotland and therefore the requisite locomotive drivers ticket this statement may still be correct even if he is not specifically noted as a driver on the line in earlier published accounts. It may well be that he was initially only a relieving driver. At any rate, Graham would appear not to have undertaken any driving or firing on the D&PCR Co. line until the afore-mentioned opening trip on the 1st January 1873 and as of July 1873 was still working as John Thomas' regular fireman.<br />
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On the 17th July 1873 Thomas Graham is noted as being the fireman ["<i>stoker</i>'] and John Thomas the driver when the first recorded fatality occurred on the line itself. A man named Angus McPherson, being under the influence of alcohol, was found to have been run over and killed. There was confusion at the Coroner's Inquest over Graham either shutting off steam upon approaching the curve where the body lay or not shutting off steam. Graham claimed he did not and the Guard stated under examination that he did as he was prompted to put on the brake in the guard's van. But I can find no evidence of Fireman Thomas Graham being asked for <i>his</i> evidence. Perhaps if it had gone onto a criminal court this would be the case but after driver Thomas was given a good character reference, and with his conflicting evidence simply being put down to "<i>confusion</i>", the jury duly returned a verdict of "<i>Accidental Death</i>".<br />
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Graham's obituary does appear to be badly written but states; "<i>On the erection of the second engine, about a year later, Mr Graham was appointed driver</i>." This second engine is referred to as "Josephine" but we know that "Rose" was in fact the second engine to be completed. But the inference is that around twelve months after public services commenced on the line Graham was appointed permanent driver of one of the locomotives, most likely for the "Rose".</div>
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Graham is specifically noted as driving the 7.15 pm up train from Port Chalmers on the 14th May 1875 so we can certainly confirm that he was then driving locomotives, the old D&PCR Co line now being run by the Otago Provincial Government Railways.<br />
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It was at this time, specifically on the 25th June 1875, that Thomas Graham married his wife Margaret Ward, a "<i>Native of Glasgow</i>", at Knox Presbyterian Church Dunedin .<br />
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Locomotive E25 b<span style="font-size: 12.8px;">uilt by "Avonside" England in March 1875</span><br />
[Source : SA Rockliff Collection]</td></tr>
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By now working for the New Zealand Government Railways but still based in Dunedin, Thomas Graham is reported as having been driving the Avonside built 'Fairlie' No. E25 (being originally supplied to the Otago Provincial Government Railways in 1875) on the evening of Saturday the 28th June 1884 and up to 1.25 am the following morning. A woman 'of doubtful repute', being one Emily [sic Ellen] Adams, a native of Ireland, was later found dead on the line but apart from some evidence that the cow catcher had made contact with the deceased "<i>no concussion or shock</i>" had been felt on the engine despite the body obviously having been run over more than once at slow speed and no object had been noted on the line. A verdict of "<i>Accidental death</i>" was given and that the line "<i>be more closely fenced</i>". </div>
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A further inquest into a railway fatality involving Thomas Graham, who was required to give evidence, occurred the following year. On the night of Saturday the 24th October 1885 John Robertson met with his death on a railway journey between Dunedin and Abbotsford, Graham being the locomotive driver. The jury were told that the deceased fell between the carriage and the brake van when the train was still travelling very slowly at about 3 to 4 miles per hour as it approached the platform and was thus run over and killed instantly. The Jury returned a verdict of "<i>Accidental death</i>", adding a rider that "<i>they thought the rule prohibiting people jumping off trains while in motion should be strictly enforced</i>." </div>
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But on Wednesday the 2nd February 1887 Graham would <i>save</i> a life, being that of 18 month old John Gray. As the 11.40 am train approached the Pelichet Bay Station the driver, Thomas Graham, noticed the child lying between the sleepers on the line. Although within only twenty yards of the child he quickly shut off steam and managed to bring the locomotive to a stop with the cow catcher just striking the child on the forehead but only causing a slight wound. A miraculous survival for the child.</div>
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Graham continued in the railways service and appears to have remained based in Dunedin where he ended his railways career, retiring on superannuation about 1907. Thomas Graham passed away at his Dunedin residence on the 3rd May 1919 aged 76 years and is buried with his wife Margaret, who died in 1923, in the Anderson's Bay Cemetery. He left his widow, four married daughters and seventeen grandchildren.<br />
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At a University Club luncheon given in July 1928, Mr W.F. Sligo (Past Night Foreman of the Dunedin Locomotive Dept.) recalled those early D&PCR Co. days noting the achievements of John Thomas but also that ; "...<i>Mr Thomas' first fireman was a man named Tom </i>[Thomas]<i> Graham</i>." From this statement we can fairly safely assume that the latter was known to his friends on the railway simply as "<i>Tom</i>".<br />
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And the last word comes from his obituary; "<i>Old railway men will miss him, for he was an honest, straightforward man, and held in high esteem by all who knew him</i>."<br />
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<b>Copyright </b>: This blog may not be reproduced without my specific written permission. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.</div>
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<b>Sources :</b></div>
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- Papers Past <b>/</b> Te Puna Mātauranga o Aotearoa</div>
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- Archives New Zealand <b>/</b>Te Rua Mahara o te Kāwanatanga</div>
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- Heritage New Zealand / Pouhere Taonga</div>
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- "The New Zealand Railways Magazine", 1934</div>
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- Toitū Otago Settlers Museum, Dunedin</div>
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- McNab Room, Dunedin Public Library</div>
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- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973</div>
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- "Josephine and Her Friends" by JA Dangerfield, c.1994</div>
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- Genealogy.com</div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-48948924737795673872017-11-01T13:56:00.000+13:002020-03-28T20:21:06.948+13:00The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part Three)<div style="font-family: "times new roman";">
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John Thomas, taken later in life</div>
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<b>Mr John Thomas - Locomotive Driver</b></div>
<br />
<span style="font-family: "times new roman";">This Blog is a continuing instalment in my series entitled "The Forgotten Enginemen of the Dunedin and Port Chalmers Railway". To go to my short history of the D&PCR Co. click </span><b style="font-family: "Times New Roman";"><a href="http://the-lothians.blogspot.com/2017/10/the-forgotten-enginemen-of-dunedin-port.html" target="_blank">HERE</a></b><span style="font-family: "times new roman";">. In this blog series we explore these "forgotten" enginemen, their early lives, their engineering and railway backgrounds, their employment with the D&PCR Co., and their subsequent railway and post railway careers and lives. </span><br />
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<span style="font-family: "times new roman";">Our second biography, having been pieced together from both published and family sources, </span><span style="font-family: "times new roman";">charts the life of Mr John Thomas, being initially employed as a Locomotive Driver for the D&PCR Co. As we shall read, Mr Thomas went on to have a long and varied railways career in the south which also included a number of notable firsts in the annals of Otago's early railways. </span><br />
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The balloon funnels were not original.<br />
Photo by Percy Godber<br />
[Source : National Library of New Zealand]</td></tr>
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<span style="font-family: "times new roman";">Thomas remained proud of his railways career and the contributions he made but what appears to stand out is his great pride in not only having played an integral part in the establishment and running of the D&PCR Co but also, as we shall read, his personal connection to the 1872 double-bogie Fairlie Locomotive "Josephine", having in fact been preserved within his own lifetime. </span><span style="font-family: "times new roman";">I can only imagine that it was indeed a proud moment and full of memories when John Thomas viewed the by now preserved, re-painted and highly polished "Josephine" when she formed an integral part of the New Zealand Railways display at the outstandingly popular 1925-26 Dunedin and South Seas Exhibition. </span><br />
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From published and family records we know that John Thomas was born in Cardiff, Glamorgan, Wales in 1844 but by 1851 was living with his family at Penydarren in Merthyr Tydfil, also in Glamorgan. Could the steam engine workings on the railways around Penydarren (also where the world's first steam powered locomotive commenced working in 1804) have influenced a young, impressionable and practical minded boy to seek a career as a locomotive engine driver?<br />
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The Thomas family subsequently moved to Newport, Monmouthshire where John would marry his wife Sarah in 1866. Interestingly, his Father-in-law happened also to be a locomotive engine driver. Prior to coming out to New Zealand John Thomas served from an early age with the illustrious "Great Western Railway" and then five years later joined the "London and North Western Railway", no doubt having risen through the ranks from a lowly engine cleaner to fireman to locomotive shunting & goods engine driver to passenger work. </div>
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In 1871 Thomas "<i>took part in the tests of Robert Fairlie's patent locomotives, and upon completion of these he signed articles of agreement (through Robert Fairlie) to proceed to New Zealand with the sister engines, The "Rose"and "Josephine", for Messrs Proudfoot, Oliver and Ulph, owners of the Dunedin-Port Chalmers Railway</i>." I have found a reference that "<i>Fairlie staged a series of very successful demonstrations on the Ffestiniog line</i> [which had been successfully using a Failie locomotive since 1869] <i>in February 1870 to high-powered delegations from the many parts of the world. This sold his invention (and the concept of the narrow gauge railway on which it was based) around the world</i>." So I assume this may be the "tests" referred to, even if the date is a year out.</div>
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As previously noted in my short history of the D&PCR Co., Thomas came out to New Zealand from Bristol England on the "Wave Queen" with the locomotives "Josephine" and "Rose", arriving in Port Chalmers, Otago, New Zealand on the 28th August 1872 after a "<i>fair passage</i>" of 98 days. His wife and two children would follow him out in the "Naomi", arriving on the 24th May 1873 after "<i>a particularly rough and stormy voyage</i>". Bearing this in mind, we cannot discount that Thomas had perhaps intended returning home at the end of his contract or if things did not work out for him but decided to stay and then sent for his family to join him. At any rate it would have been a long thirteen month separation from his wife and family.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVzc3h-sVoMdGc-xUlDggme-cVbaMTh2V5WTHIURK4OjWOwu47g_07EGpDdTraB0YKCm8uBOz7y1p4jp8SVWwD5qp7tL6_-Iv9uDP3ySLAKsS_6q3ItdYgKsNRmgzcvGWVUS5vodw1LfA/s1600/Josephine3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1186" data-original-width="1600" height="296" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVzc3h-sVoMdGc-xUlDggme-cVbaMTh2V5WTHIURK4OjWOwu47g_07EGpDdTraB0YKCm8uBOz7y1p4jp8SVWwD5qp7tL6_-Iv9uDP3ySLAKsS_6q3ItdYgKsNRmgzcvGWVUS5vodw1LfA/s400/Josephine3.jpg" style="cursor: move;" width="400" /></a></div>
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The <span style="font-size: 12.8px;">Double-Fairlie </span><span style="font-size: 12.8px;">Locomotive "Josephine" </span><span style="font-size: 12.8px;">at Wickliff Terrace, </span></div>
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<span style="font-size: 12.8px;">Port Chalmers, </span><span style="font-size: 12.8px;">believed taken during a trial </span><span style="font-size: 12.8px;">run in Sept. 1872. </span></div>
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<span style="font-size: 12.8px;">Burton Brothers Photo</span><span style="font-size: 12.8px;">.</span></div>
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[Source : OESA Collection, 1979]</div>
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On the 18th September 1872 we note that "Josephine", and being specifically driven by John Thomas, hauled the first ever goods train on the line, being a shipment of three hogsheads of beer from Burke's Brewery to Port Chalmers. This is in fact also the <i>first</i> recorded goods train on the 3'6" gauge system in New Zealand.</div>
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Then on Saturday the 26th October, with George Amos driving and John Thomas placed in charge of the brake van, "Josephine" conveyed, "<i>by invitation of the contractors</i>" several members of the Legislative Council and House of Representatives, including promoters Messrs David & George Proudfoot & the General Manager Mr Richard Oliver, from Port Chalmers on the partially ballasted line through to Dunedin in one of the first class carriages.</div>
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The No 2 locomotive "Josephine", with John Thomas now driving and Thomas Graham as his fireman, would forever hold the honour of hauling the first <i>public</i> rostered train on the line from Dunedin to Port Chalmers on Wednesday the 1st January 1873. This event was always a matter of great pride to Mr Thomas and continues to be so to his descendants today.</div>
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John Thomas would continue to be be employed by the Otago Provincial Government Railway after the purchase of the D&PCR Co. on the 10th April 1873.</div>
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On the 17th July 1873 Thomas was driving the last passenger train of the day when a "<i>black object</i>" was run over on the line about a quarter of a mile south of Burkes Brewery on the line between Dunedin and Port Chalmers. This was found to be one Angus McPherson, now deceased. His fireman is again noted as Thomas Graham. Conflicting evidence given at the inquest by Thomas and by the Guard, Frederick Farrow, as to whether steam had been shut off approaching the scene could easily, according to the Coroner, have implicated Thomas. But, in the end, and after a character reference was given, Thomas' conflicting evidence was simply put down to "<i>confusion</i>".<br />
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It was the Manager of the line, Mr Daniel Rolfe, who acquainted the jury with what he knew of Mr Thomas in the way of a supporting character reference; "<i>He had known him as engine-driver in the service ever since the line was opened. He was a remarkably sober, steady, and industrious man. He had not been very long from Home </i>[ie Britain]...". Based on the fact that McPherson has been "<i>the worse for liquor at the time</i>" the jury returned a verdict of "<i>Accidental Death</i>". </div>
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John Thomas remained an Otago based locomotive driver for the rest of his long career. In 1876 the Otago Provincial Government Railways would be taken over by the Central Government under the Public Works Dept. before becoming part of the Government owned "New Zealand Railways" (or "NZR") in 1880.<br />
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Additionally, "<i>As soon as the Main North and South lines and Central Otago lines were completed, Mr Thomas had charge of the locomotives for the opening runs</i>". Interestingly, this would again place him on the footplate of "Josephine" for her second claim to fame (or humiliation whichever way you look at it) when she met up with the American built and "<i>flashy</i>" Rogers K88 "Washington" at Oamaru to join the first through train upon the opening of the Main South Line to Dunedin on the 6th Sept. 1878 [Link <b><a href="http://the-lothians.blogspot.com/2016/05/washington-and-josephine-open.html" target="_blank">HERE</a></b>]. "Josephine's" early failure on the return to Dunedin was, as explained, not really of her making even if her tractive effort was slightly higher than that of the "K". </div>
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Thomas, according to his obituary, went on to have "<i>a particularly successful career of continuous footplate service with many classes of express engines, eventually retiring on superannuation in 1907</i>". Furthermore he was noted as being "<i>a particularly unobtrusive and retiring man, well liked by all who knew him, and was a great favourite with the locomotive staff and the officers of the several departments</i>". The New Zealand Railways Magazine, who refers to him as "<i>Jack Thomas</i>", described him "<i>as everyone's old friend</i>".<br />
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At a University Club luncheon given in July 1928, Mr W.F. Sligo (Past Night Foreman of the Dunedin Locomotive Dept.) noted that John Thomas, "<i>was a particularly successful driver, and was resourceful, cool, punctual, and thoroughly reliable. He must have possessed all these qualifications to have gone on for 50 years and to have left the record he had left as a driver. He had one collision, and on one occasion he lost a fireman </i>[Ebenezer Brown] <i>near the Goodwood bridge</i> [on the 14th Feb 1885].... <i>Mr Thomas' first fireman was a man named Tom </i>[Thomas]<i> Graham</i>." </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjb1goDQehEUDZeffDqW_Vnfg5zV9cXf0yKxhz7g81ERNUTfV4l7-dJ-7Dy2957OOT1unYkbDl5-nQ40__Ce49O7x14VgETA6UTOQZWMTiC1wIqgMuH3k0Y_OyJ9UXAuPBZRAWdCHgPDTo/s1600/John+Thomas+Sthn+Cemetery.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="780" data-original-width="1040" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjb1goDQehEUDZeffDqW_Vnfg5zV9cXf0yKxhz7g81ERNUTfV4l7-dJ-7Dy2957OOT1unYkbDl5-nQ40__Ce49O7x14VgETA6UTOQZWMTiC1wIqgMuH3k0Y_OyJ9UXAuPBZRAWdCHgPDTo/s400/John+Thomas+Sthn+Cemetery.jpg" style="cursor: move;" width="400" /></a></div>
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Gravestone of John & Sarah Thomas & Family</div>
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in the Southern Cemetery, Dunedin.<br />
Note that "NZR" is placed alongside his name.</div>
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[Source : Dunedin City Council]</div>
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John and Sarah resided in Mornington in Dunedin with John continuing to reside here after Sarah's death in January 1912. John ("Jack") Thomas died at the home of his son in St. Kilda, Dunedin on the 28th July 1928 and is buried with his wife Sarah in the Southern Cemetery. Both the obituary for his fireman Thomas Graham, who died in 1919, and the above Mr Sligo when speaking in 1928 quote his name as "<i>Jack Thomas</i>" so it would appear that he was always known on the railways and to his close friends as "<i>Jack</i>" rather than "<i>John</i>" which is the diminutive and common form of the latter name. Thomas was survived by four sons and one daughter, all being married. A son died in 1878 aged seven years.</div>
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I find it rather sad that from being Josephine's first driver and personally taking part in and witnessing so many momentous events in the formative history of Otago's early railways that his name has now all but been forgotten. While the Toitū Otago Settlers Museum have his photo, being clearly labelled as Josephine's first driver, this early connection is not publicly acknowledged.</div>
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<b><br /></b><b>Copyright </b>: This blog may not be reproduced without my specific written permission and <b>/</b> or that of family descendants. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.</div>
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<b>Sources :</b></div>
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- Papers Past <b>/</b> Te Puna Mātauranga o Aotearoa</div>
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- Archives New Zealand <b>/</b> Te Rua Mahara o te Kāwanatanga</div>
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- Heritage New Zealand <b>/</b> Pouhere Taonga</div>
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- "The New Zealand Railways Magazine", 1934</div>
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- Toitū Otago Settlers Museum, Dunedin</div>
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- McNab Room, Dunedin Public Library</div>
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- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973 (From my own collection)</div>
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- "Josephine and Her Friends" by JA Dangerfield, c.1994</div>
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- Genealogy.com</div>
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- Auckland War Memorial Museum <b>/</b> Tamaki Paenga Hira</div>
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- With grateful thanks to a Thomas family descendant for their very helpful assistance</div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-23560616420320062722017-10-25T08:05:00.003+13:002018-05-01T12:18:52.536+12:00The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part Two)<div style="text-indent: 0px;">
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ-jhaWxxwDIxJaE_fg1zG5ifj9Bmwzid6hpkOfUcwKN0BJYSVxf5sZdTxago9m5-tvjcT41plCs5xN6EIwY9qUY9OchI8JdaiCy-Igns8vaaM-VaNfZNy2WHExBJWpsXhu4Q_kR54UOc/s1600/20171118_093909%25255b3%25255dsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1137" data-original-width="850" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZ-jhaWxxwDIxJaE_fg1zG5ifj9Bmwzid6hpkOfUcwKN0BJYSVxf5sZdTxago9m5-tvjcT41plCs5xN6EIwY9qUY9OchI8JdaiCy-Igns8vaaM-VaNfZNy2WHExBJWpsXhu4Q_kR54UOc/s400/20171118_093909%25255b3%25255dsmall.jpg" width="298" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Gravestone of George Hendrie Amos<br />
St. James Anglican Cemetery, Blakiston, S.A.<br />
[Source : Annette Schirmer,<br />
Regional Cemetery Curator]</td></tr>
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<b>Mr J. George Hendrie Amos - Chief Engineer</b></div>
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<span style="font-family: "times new roman";">This Blog is a continuing instalment in my series entitled "The Forgotten Enginemen of the Dunedin and Port Chalmers Railway"</span>. To go to my short history of the D&PCR Co. click <a href="http://the-lothians.blogspot.com/2017/10/the-forgotten-enginemen-of-dunedin-port.html">HERE</a>. In this blog series we explore these "forgotten" enginemen, their early lives, their engineering and railway backgrounds, their employment with the D&PCR Co., and their subsequent railway and post railway careers and lives. </div>
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Our first biography, having been pieced together from a myriad of diverse but interconnecting published and Internet sources, charts the life of Mr J. George Hendrie Amos, being employed as the D&PCR Co. Chief Engineer. From my research I would describe Mr Amos as a very practical, well liked and highly respected man, skilled and very knowledgeable in engineering and railway matters, adaptable and definitely not afraid to try something new, a loving husband and father, but perhaps unfortunately not so skilled in affairs of business or just simply unlucky. As we shall read, his varied life was sadly cut short in the prime of his life.</div>
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George Amos is recorded as having been born to Francis and Jane (née Baxter) Amos on the 23rd March 1842 at Smithdown Lane, Liverpool, England. His gravestone states that he was "<i>formerly of Crewe, England</i>". His earlier working life is, as yet, unknown but Crewe was a major railway junction for the London & North Western Railway, additionally being the location of their large locomotive works. As he obviously held a locomotive driver's qualification when working with the D&PCR Co. in Otago he must have had previous firing and driving experience on the railways in England, presumably based at or around Crewe if we take his gravestone as a clue. </div>
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George Amos is specifically noted in a short history of the 'Fairlie' locomotive "Josephine" as being "<i>the representative of the Vulcan Foundry</i>" and "<i>Chief Engineer</i>" for the D&PCR Co. Additionally, the 1994 publication "Port Chalmers and its People" by Ian Church quotes Amos as "<i>of the Fairlie Company</i>". I assume this to refer to the Vulcan Foundry who manufactured the Fairlie locomotives. </div>
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As Amos would supervise the assembly of at least one of the locomotives and of their running I first assumed that his services as an Engineer were no doubt included in the contract signed to supply the locomotives and this may in fact still be so. Sending a trained company representative half way around the world to oversee construction and assembly of technical equipment was standard practice and I have also noted this with such diverse and complex constructions as gas works and large pipe organ installations. </div>
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But then I discovered that Amos had formerly worked as an Engineer for the Kaipara Flax Mills in Northland, New Zealand and had returned "home" (i.e. to Britain) sometime in early 1871. Amos then "<i>returned </i>[to New Zealand] <i>to take charge of the fitting up of the locomotives, carriages, trucks, &c., for the Port Chalmers Railway</i>". So, knowing that the D&PCR Co had been formed in early 1871 we cannot discount the possibility that his return to Britain had been arranged by the latter Company for their specific purposes. But without doubt Amos, and as Engineer in Charge, must have received some technical training at the Vulcan Foundry at Newton-le-Willows in Lancashire. He was also noted as being "<i>accompanied</i> [on the 'Wave Queen' to New Zealand] <i>by two assistants, Messrs Thomas and Gatwood</i>".<br />
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<tr><td class="tr-caption" style="font-size: 12.8px;">Men on the footplate of "Josephine" in Sept 1872.<br />
I believe the man at front left to be David Proudfoot<br />
but could the Driver at front right be George Amos?<br />
[Source : OESA Collection, 1979]</td></tr>
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Amos is recorded as having supervised the fitting up of the Fairlie locomotive "Josephine" in a shed on the pier at Port Chalmers in Otago after their arrival on the "Wave Queen" on the 28th August 1872. Therefore, and as we know that he held the requisite locomotive driver's ticket, I feel sure that Amos would have been driving "Josephine", if not at least being on the footplate, when she made her first trial run through the new Port Tunnel to Blanket (Sawyers) Bay and return on Tuesday the 10th September 1872.</div>
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George Amos is first specifically noted as actually driving a locomotive when, on Saturday the 26th October 1872, he drove "Josephine" from Port Chalmers through to Dunedin on the partially ballasted line with his associate John Thomas being in charge of the brake van. Being conveyed on the train in a first class carriage were the promoters as well as members of the Legislature and House of Representatives.</div>
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I would assume that besides driving Amos attended to engineering matters and keeping the locomotives and rolling stock in good working condition. He would also continue to be be employed by the Otago Provincial Government Railway after the purchase of the D&PCR Co. on the 10th April 1873. </div>
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On the 17th May 1873 Amos is noted as driving the locomotive "Clutha" from the fitting shed in South Dunedin to the [old] Caversham Tunnel on the new "Southern Trunk Line" in the presence of the District Engineer, Mr Blair, and the Inspector of Plant, Mr Turton. Then Amos is further noted as driving a Glasgow manufactured 'Neilson' saddle tank locomotive conveying around 120 gentlemen (note no ladies!) from Dunedin to the then terminus of Green Island on the first "Railway Excursion" on the line which took place on the 14th December 1873. According to Mr W.F. Sligo, retired Railway Foreman in 1928, his fireman around this time was Charlie Stewart who would later become Locomotive Foreman in Dunedin.</div>
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<tr><td class="tr-caption">An early photo of Elizabeth Barrett,<br />
Later Mrs George Amos<br />
[Source : <a href="https://www.myheritage.com/names/elizabeth_barrett">My Heritage</a>]</td></tr>
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On the 21st July 1874 George Amos would marry Elizabeth (Eliza) Barrett of Dunedin. Online family records would indicate that Elizabeth was born in New York to Michael Barrett, a native of Galway, Ireland, and Mary Jennings. Both her parents are buried in the Southern Cemetery, Dunedin. While George was Anglican and the marriage took place in St Paul's Anglican Church in Dunedin, the Barrett family - and Elizabeth - were Catholic. Their differing religions appears not to have caused any rifts with the Barrett family. </div>
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In November 1874 a railway collision at Hillside with railway trucks being left on the line led to a Government criminal prosecution with "<i>the accused</i>", being driver George Amos, and "<i>recently locomotive foreman</i>", having been subsequently "<i>suspended</i>" from his position, being charged with criminal negligence under the Railways Offences Act, 1865. At a preliminary hearing the Government Prosecutor, Mr Stout, did however accept that Amos "<i>had been an engine driver and railway employee for the last twenty years, and as such bore the highest possible character</i>".</div>
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Upon the case being formally heard and hearing all evidence, the Magistrate, and no doubt with considerable relief on the part of Mr Amos, "<i>did not consider defendant responsible for any disregard of duty, and whilst expressing an opinion that there had been neglect on somebody's part, he dismissed the case.</i>" Mr Amos then happily resumed his position as Locomotive Foreman. </div>
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In February 1875 two locomotives are noted as having been fitted up in Dunedin "<i>under the superintendence of Mr Amos</i>". This would be at the Government Railway workshops in South Dunedin, being located close to the site of where the Hillside Railway Workshops would be established in 1877.</div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5CgqtCLWEZk0jRNt6roGK5zGW8gAMW8jrBufxW4NQ1nKm5TidB870lphHIS7x_tQ1TQjaeoiXmPOb3WUjeJxbAAj5WDdRRgYBr3O6YZPZrn-dROV-jmplEZIFJzTLTl2HToFoD1AQpuw/s1600/OamaruStation1.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5CgqtCLWEZk0jRNt6roGK5zGW8gAMW8jrBufxW4NQ1nKm5TidB870lphHIS7x_tQ1TQjaeoiXmPOb3WUjeJxbAAj5WDdRRgYBr3O6YZPZrn-dROV-jmplEZIFJzTLTl2HToFoD1AQpuw/s400/OamaruStation1.jpg" /></a></td></tr>
<tr><td class="tr-caption">The old Oamaru Railway Station (centre) & Engine Shed (left).<br />
The line at left is to the north while that to right is to the south<br />
thus all trains had to inconveniently reverse out of the station.<br />
[Source : NZ Railways Publicity]</td></tr>
</tbody></table>
<br />
<div style="text-align: left;">
By January 1876 Amos was now the Inspector of Permanent Way and Rolling Stock for the Provincial Government Railway at Oamaru in North Otago. In May 1876 he gave evidence at the inquest into "The Waiareka Railway Accident" which also (very) indirectly involved his former associate Frederick Gatwood from the erstwhile D&PCR Co. Railway.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
On the 13th June 1878 Amos was farewelled from his position as Railways Foreman at Oamaru, being given an illuminated framed testimonial and a purse of sovereigns [with a value of £52] from the Railways Dept. employees. The testimonial noted his "<i>straight-forward and gentlemanly conduct</i> [which] <i>earned the respect and good wishes of everyone with whom you have come in contact</i>". Amos advised those present that the reason for his retirement was due to being called upon, without consultation and against his wishes, "t<i>o proceed to Timaru</i>" with the Dept. but wished not to leave Oamaru and resented this "<i>promotion of a doubtful nature</i>".</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
By early July 1878 Amos had adopted a quite surprising new line of business - that of Proprietor of the Shamrock Hotel in Thames street, Oamaru. On Saturday the 6th July he was "<i>installed</i>" with "<i>musical honours</i>" by the Railways Band who had turned out "<i>in full force</i>" to honour their friend of whom they held "<i>the greatest regard</i>". </div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMkekDxFgxWSyvFm7Y-SDtmR4wNI488C6OvzIkyuURUF6w0Zw2w5SoiKgQTPe2KbDjbW6b543m5g3B5zjy4NhFtGJ76TuQ-U6I026GvBUfGXb87LIYu387w213H18MET2UVPsjS6CZ6TE/s1600/BldngHotelsmall.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMkekDxFgxWSyvFm7Y-SDtmR4wNI488C6OvzIkyuURUF6w0Zw2w5SoiKgQTPe2KbDjbW6b543m5g3B5zjy4NhFtGJ76TuQ-U6I026GvBUfGXb87LIYu387w213H18MET2UVPsjS6CZ6TE/s400/BldngHotelsmall.JPG" /></a></td></tr>
<tr><td class="tr-caption">The new "Northern Hotel" under construction, 1880<br />
[Source : Waitaki District Archives] </td></tr>
</tbody></table>
<br />
<div style="text-align: left;">
By January 1879 Amos had bought the old wooden Northern Hotel in Oamaru but then, despite there then being no less than 17 hotels in Oamaru, promptly engaged Architects Thomas Forrester and John Lemon to design a fancy new Hotel to be constructed in Oamaru limestone in the Italianate style. This new hotel building is still extant today on the corner of Tyne street and Wansbeck street in the Oamaru Historic Precinct, being category listed two by Heritage New Zealand, but is missing the original decorative pediment and no longer serves the purposes of a hotel.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjNnwBGglDZ52Oy6pFmZU9CF-RWg4p_0kGNdjMu8IJYzzk5sBCQzgeCJCpNxsH7ocycQEpBA0p64DRbl66UBQQq5xa7-mvrMpxXL2CT_cV3xOWgbrOCSQUGUDzy-18ZdJPgRvzCV0tO4VY/s1600/20171030_100913small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="652" data-original-width="992" height="262" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjNnwBGglDZ52Oy6pFmZU9CF-RWg4p_0kGNdjMu8IJYzzk5sBCQzgeCJCpNxsH7ocycQEpBA0p64DRbl66UBQQq5xa7-mvrMpxXL2CT_cV3xOWgbrOCSQUGUDzy-18ZdJPgRvzCV0tO4VY/s400/20171030_100913small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Northern Hotel in its Heyday as shown on a <br />
public display board, Oamaru Historic Precinct<br />
[From my own collection] </td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
Advertisements for the hotel would always, and no doubt with some pride, include the reference, "<i>Late of the Railways Department</i>". While in September 1880 Amos was accused of selling 26% under proof brandy (ie, with water added post distillation) so was, it would seem, the rest of the proprietors in the town! Amos did not contest the case and was, as were most of the others, fined the nominal sum of five shillings. So basically just an official slap on the hand and thankfully nothing more.</div>
<div style="text-align: left;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUd3rv4jTqHmT5j8357bZlLQwkywBPlg1_zEU5tNLxPksyLat5W9yqAJq3ORmIAOQ-PNQK0X5SdX_TU-T8le2Y5_dtSpd_VC8VR-eWE4M6J_Los-MLH2nINvsHlynh31EpKId6BU5NrUc/s1600/20171030_093652small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="755" data-original-width="992" height="303" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUd3rv4jTqHmT5j8357bZlLQwkywBPlg1_zEU5tNLxPksyLat5W9yqAJq3ORmIAOQ-PNQK0X5SdX_TU-T8le2Y5_dtSpd_VC8VR-eWE4M6J_Los-MLH2nINvsHlynh31EpKId6BU5NrUc/s400/20171030_093652small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="font-size: 12.8px;">
The Former Northern Hotel, Tyne St, Oamaru</div>
<div style="font-size: 12.8px;">
as it appears today (minus the original pediment)</div>
<div style="font-size: 12.8px;">
[Source : From my own collection]</div>
</td></tr>
</tbody></table>
</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
But in March 1883 we now find that George Hendrie Amos, Hotelkeeper of the Northern Hotel, Oamaru, had been declared bankrupt, then selling up to Lewis Morton. I assume Amos had simply overstretched his finances with the expense of rebuilding work and stiff local competition. Thereafter, and at an unknown date, Amos subsequently moved with his wife and family to Australia. I have checked with the local Waitaki District Archive in Oamaru who cannot identify any photographs of George Amos.</div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLZnq-QHegpX4qZ7edec8kX87qJMXJln3p7YghpfvXdAudapjXtPp2lBJAnP-DMhrdFNmLoLyWay5EnrgXm2Lg47KwySRah0Oqc4yQNDqbFU_VcfpLQrEExwyIEyu9yLs4E6kmeEv1ToU/s1600/GreatEasternHotel.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLZnq-QHegpX4qZ7edec8kX87qJMXJln3p7YghpfvXdAudapjXtPp2lBJAnP-DMhrdFNmLoLyWay5EnrgXm2Lg47KwySRah0Oqc4yQNDqbFU_VcfpLQrEExwyIEyu9yLs4E6kmeEv1ToU/s400/GreatEasternHotel.jpg" /></a></td></tr>
<tr><td class="tr-caption">The Great Eastern Hotel, Littlehampton when owned<br />
by Mr J. Stuart, post 1886<br />
[Source : State Library of South Australia]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
It would appear that from at least February 1885 Amos then became the Publican of the 'Great Eastern Hotel' at Littlehampton, South Australia, being 34 km south east of Adelaide. As noted below, it is quite possible that after Oamaru they had previously resided in both Sydney, New South Wales and in Melbourne, Victoria. Amos appears to have been a genial and generous host. I note one occasion in February 1885 where Amos supplied "<i>Five hundred parrots and 250 pigeons</i>" for a pigeon and parrot shooting match, thereafter supplying luncheon for the shooters. </div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
Sadly, and on the 21st May 1885, George and Elizabeth Amos would lose their two year old son Frank Victor Amos to "<i>Convulsions</i>" at the Great Eastern Hotel. </div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
I subsequently note a "<i>licensing transfer</i>" dated the 9th June 1886 which confirms a transfer from "<i>G.H. Amos to J. Stuart, Great Eastern Hotel, Littlehampton</i>". Stuart's name appears on the pediment of the original hotel building shown above.</div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTWvtl_nwlqjEbPNqcm2fV9il89WW15JTovbkCHM2WNpvfRgLP7X00wTjDvirn8GK0M7ObQEcgFZaUlIFImG14ea3k6xYJyestdWOcD7KT0oGzcEXwDKg9y8ezT64ctpf5lmwUqB-LJpM/s1600/RoyalHotelBalaklavasmall.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTWvtl_nwlqjEbPNqcm2fV9il89WW15JTovbkCHM2WNpvfRgLP7X00wTjDvirn8GK0M7ObQEcgFZaUlIFImG14ea3k6xYJyestdWOcD7KT0oGzcEXwDKg9y8ezT64ctpf5lmwUqB-LJpM/s400/RoyalHotelBalaklavasmall.JPG" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Royal Hotel, Balaklava, South Australia</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
Also in June 1886 we note another "<i>licensing transfer</i>" being "<i>G.H. Amos</i> [to] <i>Royal Hotel, Balaklava</i>". Balaklava is a rural town 93 kilometers north of Adelaide. For Amos this would appear to be a 'step up' from the previous hotel and was no doubt an effort to work his way back up again after his humiliating financial failure at Oamaru.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
But fate would deal the family a further cruel blow as his sojourn here as Publican would, unfortunately, be very short lived. George Amos, "<i>Victualler</i>", the husband of Elizabeth (Eliza) Barrett (formerly of Dunedin) and father of four children, died at the Royal Hotel in Balaklava, South Australia on the 15th April 1887 at the still relatively young age of 45 years and is buried at the St. James Anglican Cemetery, Blakiston, South Australia. I did wonder why he was buried at Blakiston but then discovered that it is an adjoining township to Littlehampton where he had previously resided and after I obtained a photo of his gravestone I could see that his son Frank had been buried here in May 1885 so neither Father nor son rest alone.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
New Zealand, Sydney and Melbourne newspapers were asked to copy the death notice which would strongly indicate that George Amos and his family resided in Sydney and Melbourne after leaving Oamaru after 1883 and before moving to Littlehampton prior to 1885. I have, however, not been able to establish the cause of death as this would incur a charge. Amos gave his entire estate probated at a value of less than £500 to his wife. </div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
As to his surviving wife Elizabeth Amos née Barrett, her Mother's Probate records for 1907 show that she had married again to Mr John Francis Bryan and was then living back in Dunedin. Elizabeth (Eliza) Bryan, née Barrett, previous Amos, and born in 1859, died suddenly at the residence of her son Ernest in Christchurch on the 10th February 1916 aged 57 years and is buried in the Sydenham Cemetery. Her second husband John Bryan, and aged 66 years, died on the 20th May 1921 from injuries he received after being knocked down by a tram in Christchurch. Both John and Elizabeth are buried together.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
George Amos was survived by two daughters, Mrs Mary Jane Millward (died Surbiton, Surrey, England 1972), and Mrs Greta (1) Gunson / and later (2) Alexander (died Birkenhead, NZ 1st April 1947), and a son, Ernest Amos (died Christchurch 1st March 1960). His second son, Frank Victor Amos (as noted above) died at Littlehampton, South Australia on the 21st May 1885. </div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
The strong New Zealand connection gives me some hope that direct descendants of George Amos and Elizabeth Barrett / Amos / Bryan will come forward (I have already had contact with one) with further information and possibly family photographs. It would be wonderful to finally track down a photograph of George Amos and put a face to the name so that we can give him the recognition he richly deserves for the leading part he played in the establishment and running of Otago's earliest railway.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
<b>Copyright : </b>This blog may not be reproduced without my specific written permission and / or that of family descendants. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.</div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
<b>Sources :</b></div>
<div style="text-align: left;">
<br /></div>
<div style="text-align: left;">
- Papers Past / Te Puna Mātauranga o Aotearoa</div>
<div style="text-align: left;">
- Archives New Zealand / Te Rua Mahara o te Kāwanatanga</div>
<div style="text-align: left;">
- Heritage New Zealand / Pouhere Taonga</div>
<div style="text-align: left;">
- "The New Zealand Railways Magazine", 1934</div>
<div style="text-align: left;">
- Toitū Otago Settlers Museum, Dunedin</div>
<div style="text-align: left;">
- McNab Room, Dunedin Public Library</div>
<div style="text-align: left;">
- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973</div>
<div style="text-align: left;">
- "Josephine and Her Friends" by JA Dangerfield, c.1994</div>
<div style="text-align: left;">
- Genealogy.com</div>
<div style="text-align: left;">
- Trove (National Library of Australia)<br />
- With grateful thanks to Annette Schirmer, Regional Cemetery Curator, Anglican Parish of Mount Barker, South Australia<br />
- With an acknowledgement to Mark Alexander, United Kingdom</div>
</div>
</div>
</div>
Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-91091557097163303062017-10-18T08:07:00.002+13:002021-06-14T15:21:24.717+12:00The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part One)<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRkjzZIrcyqoMu6XJrde3YiFL1D44utkjZtuMXKqCiNBKj9cUsoPYQMVgATH7O0PTi6zLpvgnjIxrd6rCyQXjmRkABEupt-UHeJaYiIIKlRmBD4-cz09fqJAQ4BE-EDF5QBEvhmRIGIW0/s1600/Josephine4.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="922" data-original-width="992" height="297" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRkjzZIrcyqoMu6XJrde3YiFL1D44utkjZtuMXKqCiNBKj9cUsoPYQMVgATH7O0PTi6zLpvgnjIxrd6rCyQXjmRkABEupt-UHeJaYiIIKlRmBD4-cz09fqJAQ4BE-EDF5QBEvhmRIGIW0/s320/Josephine4.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="font-size: 12.8px;">
Partially Identified Men on the Footplate of <span style="font-size: 12.8px;">Double-Fairlie </span><br />
<span style="font-size: 12.8px;">Locomotive "Josephine" at Wickliff Terrace, </span><span style="font-size: 12.8px;">Port Chalmers, </span><br />
<span style="font-size: 12.8px;">believed taken during a trial </span><span style="font-size: 12.8px;">run in Sept. 1872. </span><br />
<span style="font-size: 12.8px;">Burton Brothers Photo</span><span style="font-size: 12.8px;">.</span></div>
<div style="font-size: 12.8px;">
[Source : OESA Collection, 1979]</div>
</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
The still extant and quite unique Dunedin & Port Chalmers Railway Company (D&PCR Coy) 145 year old double-ended Fairlie locomotive "Josephine" of 1872 now resides in pride of place in the entrance foyer of the Toitū Otago Settlers Museum here in Dunedin New Zealand. My Blog on the history of this very special and much loved locomotive can be read <b><a href="http://the-lothians.blogspot.com/2016/05/saved-twice-amazing-preservation-story.html" target="_blank">HERE</a></b>.<br />
<br />
But the early Enginemen of the formative D&PCR Coy., including "Josephine's" first driver and fireman, have been rather neglected. Recent contact with a family descendant of one of these men prompted me to further explore these now forgotten Enginemen. This research connected me to yet another family descendant and, as is quite often the case when I write about people, further descendants will hopefully come forward with additional information and, dare I hope, even photographs of the said people as so far we only have one identified image.<br />
<br />
This blog is therefore an attempt to tell something of the story of these almost forgotten Enginemen or at least acknowledge their individual contribution to the railways. These men hold the great honour of having served on Otago's first 3ft 6in gauge railway then, after 1873, with the formative Otago Provincial Government Railways, and after 1876 with the New Zealand Government Railways. The three Enginemen are Messrs Amos, Thomas, and Gatwood but also including Fireman Graham. The three Enginemen appear to have all been recruited in England, coming over with "Josephine" and her sister engine "Rose" in the sailing vessel "Wave Queen" in 1872.<br />
<br />
So, what do we know of the railway itself? A railway linking Dunedin with its port had earlier been considered when in 1864 the then Otago Provincial Engineer, Mr Swyer, costed an eight to nine mile line for the Provincial Government at around £9,500 per mile and recommended a railway rather than a "<i>horse tramway</i>". His objections to the latter were considered "<i>to be quite</i> <i>visionary</i>". After many amendments this proposal did not proceed.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj14uSlNRyebvpe-GsLbCOxaZtcGQn-V4Ui8CyaTRMWvBokkytVF4rQ3Nl9Xiw3WnztbCcwAfQ4BU0iueR9ZnRFyQVBOBjLAI9kU65URVGWPF6SljY771CiPu-P-bsn6WfQUCADgA9F97I/s1600/DPCRCoMapsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1526" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj14uSlNRyebvpe-GsLbCOxaZtcGQn-V4Ui8CyaTRMWvBokkytVF4rQ3Nl9Xiw3WnztbCcwAfQ4BU0iueR9ZnRFyQVBOBjLAI9kU65URVGWPF6SljY771CiPu-P-bsn6WfQUCADgA9F97I/s400/DPCRCoMapsmall.jpg" width="260" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="font-family: "times new roman"; font-size: 12.8px; margin: 0px;">
The Line from Dunedin to Port Chalmers</div>
<div style="font-family: "times new roman"; font-size: 12.8px; margin: 0px;">
[Source : "Dunedin & Port Chalmers Railway"</div>
<div style="font-family: "times new roman"; font-size: 12.8px; margin: 0px;">
by Tom McGavin, NZR&L Soc. 1973]</div>
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<div class="separator" style="clear: both; text-align: center;">
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<div style="text-align: left;">
<br /></div>
But in October 1869 Consulting Engineer Mr J Miller F.S.A., M.P.C, and again on behalf of the Provincial Government, submitted "<i>The Dunedin and Port Chalmers Railway Report</i>" prepared to a new plan and costed at £7,500 per mile or just £60,000. The latter recommended the use of "Fairlie" type locomotives and various types and quantity of railway vehicles. Originally to be gauged at 4ft 8½in using 55lb rail, the gauge was later reduced to 3ft 6in to comply with the NZ Railways Act 1870 which now (and sensibly) specified a standard gauge to be used throughout New Zealand.<br />
<br />
On the 25th January 1870 an agreement was then reached with private contractors to build the line at their expense, with the Otago Provincial Government guaranteeing a return on their investment of 8% pa. In early 1871 the promoters, now being Messrs "<i>Proudfoot, Oliver, and Ulph</i>", formed a private company in England called "The Dunedin and Port Chalmers Railway Company, Limited". I believe the top-hatted gentleman at centre left in the footplate photo at the top of this page to be David Proudfoot, one of the promoters.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBg5N6zL91m_zi0jW0Ku4MYDDEldtkHkO3JhhA2N9LSKo1SKQw4gychavBh9zNBPV6vrVGOi0ROfuAMzpQaRqe3fN6oMkzF0OCPq_PHBpNABEFCammrDeEuQSIhaUpKZUl9tOaCNzDIxk/s1600/DavidProudfoot.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="597" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBg5N6zL91m_zi0jW0Ku4MYDDEldtkHkO3JhhA2N9LSKo1SKQw4gychavBh9zNBPV6vrVGOi0ROfuAMzpQaRqe3fN6oMkzF0OCPq_PHBpNABEFCammrDeEuQSIhaUpKZUl9tOaCNzDIxk/s400/DavidProudfoot.jpg" width="265" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">David Proudfoot, One of the Promoters<br />
[Source : Te Ara Govt.nz]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The Company then, as per the Provincial Government agreement, sought advice on the design and supply of the requisite locomotives and rolling stock from London based Consulting Railway Engineer, the Scottish born, Robert Francis Fairlie C.E. The "Otago Witness" of the 30th September 1871 indeed confirms that, "<i>all the plant is being constructed under the supervision of Mr Fairlie, Inventor of the bogie engine, consulting engineer to the promoters</i>".<br />
<br />
The "Fairlie" engine had been designed especially for narrow gauge light railways. Already successfully in use since 1869 on the narrow gauge Ffestiniog Railway in Wales and further proven in locomotive trials in early 1871, the "<i>famous Fairlie system</i>" would prove admirably suited to the new 3ft 6in D&PCR Co. line. While some New Zealand railwaymen would perhaps hold a very different opinion Otago railwaymen were, as noted in a previous blog, always fiercely loyal to their unique Double-Fairlie locomotives. The quite ingenious 'double-ended' Fairlie design with two swivelling bogies, a central low firebox, and side tanks aiding traction certainly had some advantages which a conventional locomotive could not compete with.<br />
<div style="text-align: left;">
<br /></div>
Two locomotives of the "Fairlie" design, being named "Rose" and "Josephine", were then ordered from the "Vulcan Foundry Company" of Newton-le-Willows in Lancashire England as works numbers 636 and 637 respectively. The names were selected by Mr Richard Oliver, the Company General Manager and one of the promoters, while on a visit to England on behalf of the company. Both locomotives, being supplied in kitset form, were shipped out on the 853 ton iron clipper ship "Wave Queen", departing from Bristol England (having first called at Liverpool) on the 27th April 1872 and arriving at Port Chalmers New Zealand on the 28th August 1872 after a "<i>fair passage</i>" of 98 days.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ-eua9fsStsVjEgIgOone7bwU0ffzyurH0q0P58XRUPMUQMU8nJtKImbH3pbxYoqv7O2IHCrsIljIVBrNjDVhXDCHJzyjOawWsnRoJ9cngQ2tGZhz5mR6Q4w0-rO4RC0gcT0qwyAbZSE/s1600/20171122_132059small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="933" data-original-width="992" height="375" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJ-eua9fsStsVjEgIgOone7bwU0ffzyurH0q0P58XRUPMUQMU8nJtKImbH3pbxYoqv7O2IHCrsIljIVBrNjDVhXDCHJzyjOawWsnRoJ9cngQ2tGZhz5mR6Q4w0-rO4RC0gcT0qwyAbZSE/s400/20171122_132059small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Portal of the Port Chalmers Tunnel Today.<br />
The Key Stone is dated 1872<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
But prior to their arrival, and back at Port Chalmers, a contractors' "<i>locomotive</i>" drawing waggons was reported to have passed through the new Port Tunnel on Thursday the 27th June 1872. We then read that this "<i>temporary</i>" locomotive had been constructed by Messrs Easton and McGregor, Engineers of Port Chalmers, "<i>out of a</i> [modified English manufactured]<i> </i>s<i>team crane, for the promoters of the Dunedin and Port Chalmers Railway</i>."<br />
<br />
The design of this decidedly "Heath Robinson" locomotive is worth relating; "<i>They placed the boiler and machinery of a steam crane upon an ordinary waggon, to which they added a few toothed wheels to give motion to one pair of wheels which were thus converted into driving wheels; and with this novel locomotive, which would have pleased George Stephenson himself.... they have contrived to do an amount of work that would otherwise have involved a heavy cost or most vexatious delay</i>". <br />
<br />
A few days later it was further reported that, "<i>At first it worked rather stiffly but now it is in fine trim, and takes along ten tons with ease.</i>" and had, "<i>already done good work ballasting the line and taking from the Port towards Dunedin any plant required</i>." At a speech given in 1928, Mr W.F. Sligo Retired Railway Foreman, states that the engine "<i>assisted in ballasting the line up to Black Jack's Point</i>." As to performance, "<i>Its consumption of coal for a day's work is about the price of two horses' feed</i>". Contrary to an initial report, this was not the first "<i>locomotive</i>" constructed in New Zealand [<a href="https://paperspast.natlib.govt.nz/newspapers/ESD18720629.2.11.4?query=locomotive%20port%20chalmers" target="_blank">link</a>]. It was however noted that the "Wave Queen" with "<i>the real locomotives for the line</i>" would arrive shortly.<br />
<br />
Accompanying the two 'Fairlie' locomotives on the "Wave Queen", along with a considerable quantity of railway plant, were the afore-mentioned George Amos, an Engineer; John Thomas, a Locomotive Driver; and Frederick Gatwood, an Assistant Engineer. All three men would play a leading role in the assembly of at least "Josephine" then the working of the two locomotives on the line before and after the official opening. Thomas Graham, an experienced railwayman, would initially be employed as a fireman.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEicV6UyRTkEkIuYepDgOoD7_YWwCNbLeSegD69Go2Fvy2elBWkUDj0KYZRsgkyh03uPbHlfTHZJjTa3xIoqXkb0Fmepb7aUbZpYagvDm5WHnR7hNS_X9K-vbNYafPrxKsuZizZjkB31sAQ/s1600/Railway+Cutting.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="321" data-original-width="440" height="291" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEicV6UyRTkEkIuYepDgOoD7_YWwCNbLeSegD69Go2Fvy2elBWkUDj0KYZRsgkyh03uPbHlfTHZJjTa3xIoqXkb0Fmepb7aUbZpYagvDm5WHnR7hNS_X9K-vbNYafPrxKsuZizZjkB31sAQ/s400/Railway+Cutting.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Port Chalmers Line emerging into the cutting having just passed<br />
through the Port Tunnel and heading towards Blanket Bay.<br />
[Source : Auckland War Memorial Museum Tamaki Paenga Hira]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
We know that No 2 "Josephine", having been completed in a shed on the pier by Mr Amos and his team, got up steam for the very first time on Tuesday the 10th September 1872, her whistle being heard from the Port Chalmers pier at "<i>half-past ten in the forenoon</i>". At 5pm that same day, and with "<i>about 30 gentlemen out of the crowd in attendance</i>", "Josephine" made a successful trial run through the new Port Tunnel to Blanket (Sawyers) Bay and return, being accompanied by the cheers of the local populace.<br />
<br />
The No 1 "Rose", having been fitted up by the firm of Messrs Easton & McGregor, being Engineers, Millwrights, Blacksmiths & Founderers of Port Chalmers, would be steamed for the first time the following day, being the 11th September 1872. At 3.30 pm that day she was taken on a trial trip in light steam from Port Chalmers with "Josephine" coupled on at front as lead engine, the journey to Blanket Bay and return being made at a speed of about twenty miles per hour. The cry "<i>In Heads</i>", being in deference to public safety, was made as the locomotives proceeded through the port tunnel. The footplate crew are not named.<br />
<br />
On the 18th September "Josephine", being driven by <u>John Thomas</u>, hauled the first ever goods train on the line - a shipment of three hogsheads of beer from Burke's Brewery to Port Chalmers. Thereafter both locomotives ran daily ballasting and works trains down the line.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSyR2Z53BxwhH2IrwP0GA2rjdmqNFE4Cvwg19GLOlIsaj35kDqI3WRtAVHEuXgOZFg5GIXobh327eTfrdjj_dtw8nlT6eCPOI_qnVsW83iMWUbt-4LvSwExF-6ylro0x1NBr7JH2D0Mdc/s1600/Burkes.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="611" data-original-width="992" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSyR2Z53BxwhH2IrwP0GA2rjdmqNFE4Cvwg19GLOlIsaj35kDqI3WRtAVHEuXgOZFg5GIXobh327eTfrdjj_dtw8nlT6eCPOI_qnVsW83iMWUbt-4LvSwExF-6ylro0x1NBr7JH2D0Mdc/s400/Burkes.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Double-Fairlie Locomotive "Rose" passing<br />
Burke's Brewery with a passenger train, circa 1873<br />
[From an old print]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
<div>
<div>
<div>
Then on Saturday the 26th October, with <u>George Amos</u> driving and <u>John Thomas</u> in charge of the brake van, "Josephine" conveyed, "<i>by invitation of the contractors</i>" several members of the Legislative Council and House of Representatives, including promoters Messrs David & George Proudfoot & the General Manager Mr Richard Oliver, from Port Chalmers through to Dunedin in one of the first class carriages, the line now being in a sufficient state of completion but not fully ballasted. With speed restrictions and stoppages the down journey of just under eight miles took "<i>forty and a half minutes</i>" with the return journey being "<i>accomplished much faster</i>".<br />
<br />
Due to the "<i>liberality of Mr Proudfoot</i>" and the non-availability of the Harbour Company's steamer, an unscheduled trip took place on Tuesday the 29th October with passengers from the "S.S. Rangitoto" being conveyed to Dunedin but neither the locomotive used or driver is noted. A train was also intended to run on the Prince of Wales' birthday, being the 9th November 1872.<br />
<br />
No 1 "Rose", and being "<i>gaily decorated</i>" is recorded as holding the honour of hauling the first <i>official</i> train from Dunedin to the newly named Lady Bowen Pier at Port Chalmers at the opening of the line by The Governor of New Zealand, His Excellency Sir George Bowen G.C.M.G. on Tuesday the 31st December 1872 at 12 noon. A stop was made on the way at Burke's Brewery. As to whether they imbibed some of the local beer is not recorded but it was, after all, a celebratory occasion. The return journey to Dunedin was completed in 22 minutes, "<i>the quickest journey yet made</i>". A cold collation was then provided in the University Hall with "<i>about 16 gentlemen</i>" [i.e. no ladies invited!] in attendance with effusive speeches and official toasts being given.<br />
<br />
Non-timetabled public trains appear to have then run for the rest of the afternoon as the advertisement for the opening ceremony states that, "<i>After 2 o'clock pm the trains will run between Dunedin and Port Chalmers at frequent intervals</i>".<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQLnkLEr_i0E2sW_HXenKiNuZdOd-YlBE_NWHsFpRK9clowL4bhWjLAu4-RzNaR7SOZf7bCAoQwTE6ZjKhoQu1mWnzpGlhMXQG7o8u3o0uJSwFtJ-9bRtbyzFQaqatf8yOlBkmzki34_M/s1600/OldDunedinStation.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="639" data-original-width="992" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQLnkLEr_i0E2sW_HXenKiNuZdOd-YlBE_NWHsFpRK9clowL4bhWjLAu4-RzNaR7SOZf7bCAoQwTE6ZjKhoQu1mWnzpGlhMXQG7o8u3o0uJSwFtJ-9bRtbyzFQaqatf8yOlBkmzki34_M/s400/OldDunedinStation.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Old Dunedin Railway Station<br />
Burton Bros. Photo, circa 1874<br />
[From an old print]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
</div>
<div>
But the No 2 "Josephine", with <u>John Thomas</u> driving and <u>Thomas Graham</u> as his fireman, would have her moment of fame the following day, being Wednesday the 1st January 1873, when she is recorded as having hauled <u>the first scheduled public train</u> on the line from Dunedin to Port Chalmers. This was always a matter of great pride to Mr Thomas and a fact that his descendants have never forgotten.<br />
<br />
Thereafter a regular timetabled service of six daily "up" and "down" mixed passenger and goods trains continued until the company was taken over by the Otago Provincial Government Railways on the 10th April 1873 at a cost of £187,106<br />
<br />
From the 1st January 1873 fares were set at 2s for a single passenger ticket or 3s return travelling First class and 1s 6d single or 2s return travelling Second class. General goods would be conveyed at 5s per ton with "<i>Special Goods at Special Rates</i>" upon enquiry.<br />
<br />
Unfortunately the line met with at least three early fatalities. Firstly Robert Carr, a labourer, died in hospital on the 3rd October 1871 after being injured from a fall of earth whilst engaged in the excavation of the Port Tunnel the previous day. Another labourer, named John Long, would be fatally injured by a blast in the Port Tunnel at half past one on the afternoon of the 28th March 1872. Two powder fuses were set but only one lit. Re-entering the tunnel to set the second fuse after the first blast the 'unlit' fuse unexpectedly exploded causing a stone to fall on his head killing him instantly. The first fatality on the line itself would be Angus McPherson who, under the influence of alcohol, was run over by a train near Burkes on the 17th July 1873. </div>
<div>
<div>
<br /></div>
<div>
But <i>what</i> specifically do we know of our railwaymen, Messrs Amos, Thomas, Graham and Gatwood? This Blog series explores these early D&PCR Co. Enginemen, including their often surprisingly peripatetic and fascinating subsequent careers and lives which proved to be both long, and sadly in two cases, suddenly cut short in the prime of their lives.<br />
<br />
<b>Please click on these links to read their stories :</b><br />
<br />
<span style="font-family: "times new roman"; text-align: center;">- <b><a href="http://the-lothians.blogspot.com/2017/10/the-forgotten-enginemen-of-dunedin-port_25.html" target="_blank">Mr J. George H. Amos - Chief Engineer</a></b></span><br />
<span style="font-family: "times new roman"; text-align: center;"><br /></span>
<span style="font-family: "times new roman"; text-align: center;">- </span><span style="font-family: "times new roman"; text-align: center;"><b><a href="http://the-lothians.blogspot.com/2017/11/the-forgotten-enginemen-of-dunedin-port.html" target="_blank">Mr John Thomas - Locomotive Driver</a></b></span><br />
<span style="font-family: "times new roman"; text-align: center;"><br /></span>
<span style="font-family: "times new roman"; text-align: center;">- </span><span style="font-family: "times new roman"; text-align: center;"><a href="http://the-lothians.blogspot.com/2017/11/the-forgotten-enginemen-of-dunedin-port_8.html" target="_blank"><b>Mr Thomas Graham - Fireman</b></a> </span><br />
<span style="font-family: "times new roman"; text-align: center;"><br /></span>
<b><span style="font-family: "times new roman"; text-align: center;">- </span><span style="font-family: "times new roman"; text-align: center;"><a href="http://the-lothians.blogspot.com/2017/11/the-forgotten-enginemen-of-dunedin-port_14.html" target="_blank">Mr Frederick Gatwood - Assistant Engineer</a></span></b><br />
<br />
<br />
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<div style="text-align: left;">
<b>Copyright </b>: This blog may not be reproduced without my specific written permission and <b>/</b> or that of family descendants. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.</div>
</div>
<div>
<br /></div>
<b>Sources :</b><br />
<div>
<br /></div>
- Papers Past / Te Puna Mātauranga o Aotearoa<br />
- Archives New Zealand / Te Rua Mahara o te Kāwanatanga<br />
- Heritage New Zealand / Pouhere Taonga<br />
- "The New Zealand Railways Magazine", 1934<br />
- Toitū Otago Settlers Museum, Dunedin<br />
- McNab Room, Dunedin Public Library<br />
- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973 (From my own collection)<br />
- "Josephine and Her Friends" by JA Dangerfield, c.1994<br />
- Genealogy.com<br />
- Trove (National Library of Australia)<br />
- Auckland War Memorial Museum <b>/</b> Tamaki Paenga Hira<br />
- With thanks to Thomas and Gatwood family descendants for their generous assistance<br />
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</div>
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</div>
Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-20149595583413458012017-08-13T16:47:00.001+12:002022-07-30T17:32:32.029+12:00That "Beastly Clang, Clang, Clang" - Some Entertaining Vignettes on Bells<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUnUprbFiimgn7NdPHkWD4oAM_RrTPgR4pkitNULU9gKYqz-Y4Sn-Evu1eLNngWm54WQP2bvV3kq_rg1sdA-kdl3e8aOVzzujpbKtJ2h6jhHjSsRyOlUDFXB7M7rPO0AyA9AsJShLJrvE/s1600/firstchucrhbellsmall.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUnUprbFiimgn7NdPHkWD4oAM_RrTPgR4pkitNULU9gKYqz-Y4Sn-Evu1eLNngWm54WQP2bvV3kq_rg1sdA-kdl3e8aOVzzujpbKtJ2h6jhHjSsRyOlUDFXB7M7rPO0AyA9AsJShLJrvE/s400/firstchucrhbellsmall.jpg" width="395" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Dunedin "Town Bell"<br />
in daily use until it fractured in<br />
tragic circumstances in July 1863<br />
[From my own Collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br />
I have, over the last couple of years, been researching bells and have unearthed some wonderful and quite entertaining if not hilarious references, being not just of the ecclesiastical kind, which I thought well worth relating. I find it quite surprising how the subject - or sound - of bells could have engendered such public outpourings of displeasure and fervent dislike. This distaste of bells truly appears almost akin to how some still react when hearing the spine-tingling and emotive skirl of the bagpipes. </div>
<br />
What, I wonder, would the majority of these complainants have made of the very loud but melodic and evocative change ringing cacophony of Sunday morning bells in the Altstadt of the German city of Dresden as the Catholic Hofkirche and Lutheran Frauenkirche bells each attempt to loudly drown out the other? But I for one certainly enjoyed it, purchasing a somewhat expensive souvenir CD of the Frauenkirche bells. This was, I might add, considerably louder than the change ringing of the First Church of Otago carillon bells in Dunedin (there is a video of these bells at the bottom of this page). I do hope you will enjoy these fascinating 'vignettes' concerning bells as much as I have.<br />
<br />
An interesting early use of bells in Dunedin is something that I had previously been unaware of, being virtually that of a 'Town Crier';<br />
<br />
"<i>In the days of the good old Town Board of Dunedin, that august body had the privilege of licensing criers, by means of their bells, to announce the glad tidings of auction sales and public meetings to the delighted inhabitants. It was then a regular and lucrative occupation, and honourable office for which there were more applicants than would be licences. This mode of giving public information was, like the proclamation of marriage bans</i> [sic] i<i>n the church on Sundays, voted a bore, and was accordingly put down</i>."<br />
<br />
With two rival ringers "r<i>esolving to ring each other out</i>" and no doubt creating a public nuisance, William Mason, the first City Mayor, outlawed this practice in 1865. But according to a correspondent from 1882 they were still permitted "<i>to</i> <i>blow trumpets".</i> I wonder if this bye-law has ever been removed??? In June 1875 the Lawrence Town Council also followed suit but going one step further, passing a bye-law prohibiting the use of bells including other musical instruments;<br />
<br />
"<i>49th,- Any person ringing a bell or bells, or blowing any trumpet or horn, or beating any drum, tambourine, or gong in any street or public place within the Town of Lawrence, for the purpose of crying or calling any matter or thing whatever.</i>"<br />
<br />
Until 1863 the Dunedin Town Bell on "Bell Hill" would be rung at "<i>the usual hours of eight, twelve, one, and five o'clock</i>." to alert the townspeople to the correct time. On the 7th July 1863 the bell, perhaps itself being overcome with heavy emotion, fractured whilst being mournfully tolled as the nine bodies of the Campbell family and their two servants from the 'Pride of the Yarra' steamboat tragedy were being brought up the harbour to Dunedin, only adding more misery to this melancholy day. You can read my Blog on the early history of timekeeping in Dunedin, which includes the history of this bell, <a href="http://the-lothians.blogspot.com/2016/07/turret-clocks-and-bells-history-of.html" target="_blank">HERE</a>.<br />
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<br /></div>
But from August 1863 the Town Board of Invercargill, and on the motion of Mr Garthwaite, decided they would have their own Town Bell. Judging by the 'strong' wording of the report they may have needed it;<br />
<br />
"<i>Early rising is to be henceforth inculcated upon the inhabitants of Invercargill, through the medium of the Town Bell, which will be violently rung every morning precisely at a quarter to eight.</i>" <br />
<br />
Little did the good residents of Invercargill know that just over 100 years later they would have an even earlier 'wake up call' in the form of the noisy early morning departure low over the city of a Dunedin bound NAC Boeing 737-200 jet airliner, becoming known as "Invercargill's alarm clock". But even this rude awakening has now passed into history.<br />
<br />
And we must spare a thought for the unfortunate bellringer in Invercargill who, in October 1864, went round loudly ringing his bell as an invitation for the townspeople to assemble at the grand terminus of 'The Great Northern Railway' to witness and cheer on the departure of the very first official train from the station on their new (and soon to be infamous) 'wooden railway'. But instead of being met with excited anticipation the unfortunate bellringer met with "<i>groans and boos and other vocal indications of disapproval</i>". The reason for their vocal displeasure was that the general public had been totally excluded from the two opening excursions, a "<i>splendid luncheon</i>", and the evening ball at the station. The disgruntled townspeople went on to organise their own apparently very successful "do" in a local theatre, complete with a brass band. I wonder if the hapless bellringer dared attend?<br />
<br />
Church bells have also engendered some strong emotions. The English essayist and poet Charles Lamb (1775-1834) wrote that; "<i>The cheerful Sabbath bells, wherever heard, Strike pleasant on the sense, most like the voice Of one, who from the far-off hills proclaims Tidings of good to Zion</i>". But for others the sound of the church bell was more like purgatory, causing an outpouring of emotion bordering almost on the point of absurdity.<br />
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<div>
<br /></div>
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But thankfully there is only one reference to someone actually <i>stealing</i> a church bell. The "Waikouaiti Herald" reported in 1869 that a practical joker had stolen a Church bell in the town, but moreover carrying out the theft, "<i>while the people were engaged at prayers</i>". Or did the brazen thief just desire a lie in on a Sunday morning? I certainly suspect others had at least entertained such thoughts.<br />
<br />
And from "The Bruce Herald" of March 1874 what could be worse than a <i>squeaky</i> Church bell? And I daresay if the office-bearers had not provided the necessary funds the Minister, The Rev. Mr John McAra, would <i>quickly</i> have done so himself after reading this particular report;<br />
<br />
"<i>Is there no fund out of which the office-bearers of the Balclutha Presbyterian Church could devote a sum sufficient to purchase a bottle of oil, with which to oil the bearings of the church bell. On board a ship, when a block makes a similar noise from a like cause, it is said to be cursing the boatswain. We should be sorry to hear of the church bell that it was cursing the parson.</i>"<br />
<br />
But the mere sound of church bells was too much for "Churchman" who wrote to the Editor of the "Mount Ida Chronicle" in June 1881;<br />
<br />
"<i>Religious Humbug : Sir, I wish to enter my protest against the nuisance caused by the ringing every morning of the Episcopal </i>[Anglican] <i>Church bell </i>[at Naseby]<i>. I don't mind these things at proper seasons, but I do object to the useless clanging of the bell at 8 a.m. every work-day. Nobody goes to the church but the parson </i>[The Rev Mr Hobbs]<i>, I should think, for men can't afford to lose time, when they should be at work, for the purpose, and, if he is so anxious to let people know how good he is, I think he might take some less irritating way to do it... The bell-ringing... is a public nuisance.</i>.."<br />
<br />
Next to vent his wrath is "T.M. Smith" writing to "The Otago Daily Times" on the 24th April 1882;<br />
<br />
"<i>Talking of desecration, let anyone listen to those horrible bells on Sunday - that they call tolling people to the house of God : a more infamous din could not be invented. If they call themselves keepers of the Sabbath let them keep it quiet</i>."<br />
<br />
"T.M.S., replying on the 5th May 1882, writes to also alert the public to the injurious effect of bells on the public health;<br />
<br />
"<i>Bells are like bag pipe music - all right a good way off... Many serious objections might be urged to bells, but the one I chiefly urge is the injurious effect they have on the weak, the nervous, and the dying. All medical authorities agree on this. The bell that used to be rung over our very own Hospital was discontinued on this very account, and I fail to see that what was considered injurious to the inmates of a public institution should not be considered so to the public</i>." <br />
<br />
On the 10th May 1882 the "The Otago Daily Times" itself now felt obliged to add weight to the argument against church bells by re-printing an article from the "Timaru Herald";<br />
<br />
"<i>In the means used to invite the attendance of the public on Sundays there are great possibilities of improvement. Whether the bell is a bad one, or is badly hung, or is badly rung, we cannot say, but more horrid and irritating sounds than those that issue from it, it would be difficult to imagine. A good deal of sentiment often attaches itself to church bells, but not to bells of this kind. To hear the bell of the Presbyterian Church is to have aroused in one feelings of hatred and malice and all uncharitableness in the highest possible degree. The bell is not at all in keeping with the rest of the church property</i>."<br />
<br />
We next find "<i>Peaceful Citizen</i>" writing to 'The Otago Daily Times' in March 1885;<br />
<br />
"<i>Sir, - Can you inform me through your paper if the ringing of the Knox Church bell is left at the option of the ringer, and if so, if there is any power in Dunedin to make him hold his peace? I live close to the church, and dread every Sunday coming, for the horrid clanging of the church bell causes much strong language to issue from me on the man who rings the bell. First he begins as if some divine was about to be interred in his narrow bed, clanging in a solemn, mournful tone, which gradually increases until you would think the church itself was on fire; then suddenly stops, and finally gives two or three last peals intimating that the ringer has not yet begun his prayers. If it is necessary to have a bell rung before church, let it be so as not to spoil the appetite for Sunday's dinner, which is of far more importance that church to yours, &c</i>." <br />
<br />
Writing to "The Otago Daily Times" in October 1898, one disgruntled citizen makes an equally impassioned plea, but with at least a measure of grace in that he indicates that he would be happy with something more melodic. <br />
<br />
"<i>Dear Civis, - What is your opinion re ringing church bells? Nothing worries my nerves so much as the beastly clang, clang, clang. And as this is the only relic of ancient custom, when no one had watches or clocks the bell of a village was rung to call worshippers to church. But now everyone can raise at least a Waterbury </i>[cheap American pocket watch]<i>, consequently this abominable nuisance should be put down. I can appreciate a peal of bells, but just listen to the horrid row of, say, Knox or St. Matthew's on a still Sabbath morn. Ugh! One would think some urchin was striking an old pot with a poker.</i><br />
<br />
<i>This writer has neither syntax nor sentiment; I question whether he has even a grievance. he has 'nerves', he says; but that is nothing peculiar. Most people have nerves; yet it never occurs to them to wish silenced ' the sound of the church-going bell.' It isn't fewer bells we want, but more and more musical. Our leading Presbyterian congregations have each set up an organ; which of them will first set up a chime?</i>"<br />
<br />
The desire for "<i>a peal of bells</i>" was raised again by the Editor of "The Otago Daily Times" on the 10th March 1900;<br />
<br />
"<i>We have in Dunedin two church steeples more graceful than the 'star pointing pyramid' if less lofty - First Church and Knox... Yet never a peal of bells have we, though steeples imply bells as the cassock implies the priest. The one without the other is an impiety. In Gothic architecture the steeple is what the campanile is in Italian - a bell tower, without more nor less. A church steeple that has no bells stands self-condemned, therefore as a mere simulacrum, and sacrilegious at that. It is not enough to hang up a utilitarian church-going bell, with lamentable note to call the faithful to prayers</i>.<br />
<br />
<i>Steeples so sprightly as those of First Church and Knox postulate the melody of a chime. Without a peal of bells how are we to celebrate fitly a victory, a fashionable wedding, a birth at the manse? On Ladysmith Day our chief instrument wherewith to make a joyful noise was the Town Hall fire-alarm. Along with it jangled in cheerful dissonance half a dozen cacophonous school bells. Their joint effect was the music of an iron foundry; in dignity it barely surpassed a kerosine tin serenade at a wedding. No community above the level of barbarism can respect itself on such terms as these</i>.<br />
<br />
<i>I propose therefore, and demand that we establish in Dunedin a peal of bells, and that we have it ready for the approaching capture of Pretoria.. The duty of executing this great public work I assign with confidence to the First Church</i>... "<br />
<br />
The writer would have needed to wait another 75 years before the melodious peal of Whitechapel bells emanated from the First Church of Otago bell tower;<br />
<br />
"<i>Tunes can be played on the 12 bells from the clavier. Eight of the bells are hung for traditional change ringing by members of the Society of Change-ringers. The bells are regularly heard before the 10am Sunday services and at other times. It is understood that outside Britain this is the only Presbyterian Church in the world to have change ringing</i>."<br />
<br />
With some foresight, 'The Southland Times' of the 25th May 1881 reports on the Primitive Methodist Church in Don street in Invercargill as being the "<i>happy possessors</i>" of the only Church bell worthy of the name in those parts with "<i>its sonorous tones being</i> <i>in marked contrast to the thin tintinnabulations </i>[ringing] <i>of its weaker brethren</i>." The writer states that; "<i>it would be a matter for regret to allow these 'ancient' and venerable bells to find their way to the melting pot, for a day will come when they would be looked upon with some curiosity by the Invercargillites of the future</i>." <br />
<br />
And all things come to pass. In 1989 Invercargill would resurrect their precious town clock and chiming bells which had been in storage since 1943. These are indeed now '<i>looked upon with some curiosity by the Invercargillites of the present</i>'.<br />
<br />
Finally, as mentioned above, here is the UTube video of 'change ringing' in the First Church of Otago (Presbyterian) in Dunedin. You will see the actual bell ringers' in the bell tower part way through the video. The eight Whitechapel bells date from 1975 but the Gothic style church, the masterful work of Architect Robert A Lawson, dates from 1873.<br />
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<b>Copyright :</b> This blog may not be reproduced without my specific written permission. Excerpts may however be quoted for non-commercial use provided this site is acknowledged.<br />
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<b>Sources :</b><br />
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- Papers Past [National Library of New Zealand / Te Puna Mātauranga o Aotearoa]<br />
- "Southland's Pioneer Railways" by J.O.P Watt (From my own collection)<br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-78399262454689969482017-07-30T17:22:00.003+12:002017-08-13T16:47:11.141+12:00Dunedin's Electrical Entrepreneur, Mr R.C. Jones (With a Guest Appearance by "Electra", The Wonderful Electric Lady)<br />
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<tr><td class="tr-caption" style="text-align: center;">Robert Clay Jones, 1852 - 1928<br />
Electrical Engineer, Entrepreneur and Inventor<br />
Taken in Wellington circa 1910<br />
[Source : Turnbull & Jones]</td></tr>
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I am often amazed at the stories I just happen to stumble across in the course of my regular blog research. The story of Mr Robert Clay Jones of Dunedin was just far too good to be overlooked and forgotten. And in fact, as is usually the case, once I delved more deeply I became fascinated by this gentleman. The passion and ability Mr Jones exhibited in variously promoting, inventing, demonstrating, and lecturing on the uses and benefits of <i>Electricity</i> in an age where gas and oil lamps were very much the norm is well worth recounting. Such was his belief in how electricity could be utilized in so many useful ways for everyday household and commercial use that he would eventually make it his vocation.<br />
<br />
Robert Jones, the son of a Liverpool Lawyer, first arrived in Dunedin in the 1860's, being accompanied by his widowed mother. By 1871 they had moved to the West Coast where Jones was apprenticed to a Watchmaker and Jeweller in Hokitika. While here he took an active part in the local Vocal and Amateur Dramatic Club as well as contributing to many good causes and charities. But it would be the electroplating of metal in the course of his profession that would 'spark' his interest in electricity. <br />
<br />
In May 1874 we find Mr Jones, with some considerable regret, being farewelled prior to his returning to Dunedin in July, initially working as a draper with the firm of "Brown, Ewing & Company". But electrical experimentation and research had by now become not only his hobby but also his passion.<br />
<br />
In July 1878, at the Telegraph Office, we find Mr Jones successfully demonstrating an electrical microphone he had constructed based on the new invention of Thomas Edison and Professor Hughes whereby sound could be effectively magnified through a Bell telephone receiver and speaker;<br />
<br />
"<i>Speaking into it at a distance of several feet from the telephone, the conversation was reproduced to the listener at the other end with astonishing distinctness... but the most astonishing surprise of all was that a whisper in the microphone, as soft as a lover's whisper, which could not be heard by those a foot away from Mr Jones was audible to the gentleman at the other end of the telephone</i>." <br />
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<tr><td class="tr-caption" style="text-align: center;">Dunedin Young Men's Christian Association<br />
Lecture by Mr R.C. Cook on<br />
"<i>The Electric Light (with experiments)</i>",<br />
[Source : The Otago Daily Times, 12 May 1879]</td></tr>
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Jones now commenced his popular public lectures on electricity and new technology, ably addressing the "Young Men's Christian Association" in August 1878 on the subject of "<i>Electricity and the Telephone</i>". His talk and demonstration of the "<i>primitive</i>" and the "<i>improved</i>" telephone microphone, which he had constructed from an illustration in the "Scientific American", were concluded with "<i>considerable applause</i>". This was followed up in May 1879 by a lecture on "<i>The Electric Light (with experiments)</i>". It was however noted that a fault in connection to the lecture "<i>was its length and also the minuteness of detail with which every point of difference in the various inventions and patents were described</i>.", the audience not being dismissed until after 10 o'clock.<br />
<br />
In October 1879 Jones claims the invention of "The Electro-Thermostat", "<i>an instrument which will give warning immediately on an outbreak of fire in any apartment in which it is placed</i>". But a knowledgeable correspondent calling himself "<i>Thermo-Pile</i>" was quick to state that "<i>while I have no desire to detract from the value of Mr Jones's contrivance, still I would point out that an apparatus of apparently a similar character... has been in use in the Home country for a number of years</i>." The latter states that he looks forward with some interest to a fuller description of Jones' apparatus but unfortunately no more appears to have been said on the subject. The Turnbull and Jones history does however state that Jones, and in business with Mr J.K. Logan, "<i>supplied Dunedin's first electrical alarms</i>" but I am unable to confirm this from any other source.<br />
<br />
In 1881 Jones built a curious electrical mechanism for the singing of "The Messiah" in St. Matthew's Church, beings based on M. Carpentier's invention of a communication device between a conductor and a hidden choir. Jones "<i>arranged a similar piece of electrical mechanism, whereby the exact beat of the conductor was most successfully made plain to the organist by a little hammer at his side - a great improvement on the usual looking-glass system</i>". <br />
<br />
In August 1881 Jones is noted as having been a partner in "Watt & Co, Engineers & Electricians", the partnership being mutually dissolved on this date. We next find Jones lecturing on "The Daily Practical Applications of Electricity", being fully illustrated with experiments and lantern slide demonstrations. But as soon as November 1881 the apparently new partnership of "Jones and Le Lievre, Electro-Platers & Importers" (both having worked for "Watt & Co") was also likewise mutually dissolved.<br />
<br />
But Jones' business involvement with "Watt & Co." appears to have endured as their battery powered "<i>electro-dynamic engine</i>" which "<i>converts electricity into motive power</i>", and having been designed by Messrs C.[Chase] Watt and R.C. Jones, was shown in October 1882; "<i>These engines are eminently suitable for driving sewing machines, fret saws, dental engines, and every kind of light machinery</i>." At a YMCA Church social later the same month Messrs Watt and Jones jointly exhibited not only their new Electro-Dynamo but also "<i>a frictional engine machine, a battery of Leyden jars, electrical chimes, dancing figures, laryngoscope lit by the electric light, and galvanic, telegraphic, and telephonic instruments.</i>" Both gentleman would then lecture on the subject of electrical lighting with Jones continuing to speak on "<i>Electricity and it's Applications</i>".<br />
<br />
In 1884, Jones took employment with the Union Steam Ship Company as their first 'Electrical Officer' and had the responsibility of installing electrical lighting on many of their larger vessels. <br />
<br />
In October 1885 Jones next gave a lecture, "<i>being both amusing and instructive</i>", illustrating the many uses electricity could be put to including "<i>firing off torpedoes, giving alarms, and surgical operations</i>". Future lectures over the following years, including in Oamaru and Balclutha, would generally continue to illustrate the everyday and many practical uses of electricity including "<i>Electric light, Telegraph, Telephone, Burglar Alarms, Fire Alarms, Electroplating, Electric Transmission of Power, Railways, &c</i>." It would be in 1887 that Jones was appointed as an Associate Member of the Institute of Engineers [A.M.I.E.].<br />
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Jones would also himself utilize electricity in a practical manner in order to give regular and very popular limelight magic lantern slide shows on foreign travel, "<i>with a mixture of comic slides</i>", by means of the "<i>Ozy-Hydrogen Light</i>". I note many of his lectures supported inter-denominational Christian Church fundraising including providing his lighting expertise to the Jewish Congregation.<br />
<br />
Many years after Jones' death, a grandson produced a letter the former had written to the well known German Physicist, Dr Heinrich Hertz [1857-1894] on the subject of the magnetic field of the Earth and the reply he had received. That such an eminent person as Dr Hertz, who proved the existence of electro-magnetic waves, took the time to reply says something for Jones' technical abilities.<br />
<br />
In March 1896, the entrepreneurial Mr Jones, having been appointed a full Member of the Institute of Electrical Engineers [M.I.E.E.] in 1893, obviously felt sufficiently confident in his abilities that he wrote to the Lawrence Borough Council offering to give an estimate of the cost of electrical lighting for the township. His offer would be allowed to "<i>lie on the table</i>" while other options were explored but electricity would eventually win the day.<br />
<br />
The Turnbull and Jones history states that Jones, ever the innovator, had studied X-ray and electrical medical treatment and worked with Dunedin hospital on its introduction. This no doubt led to Mr Jones leaving for Wellington in July 1897 where he took part in the vice-regal entertainments during the reception for the Governor and Lady Ranfurly. Here he assisted Mr R.T. Turnbull of Wellington [a brother of the well known Alexander H. Turnbull] in demonstrating Roentgen Rays [X-Rays] using a fluorescent screen nine square feet in size. Lord and Lady Ranfurly had their hands radiographed and "<i>each had the pleasure of looking through the body of the patient little boy, a son of Mr J.K. Logan, Inspector of Telegraphs... The boy's heart and ribs could be easily discerned</i>...". [I dread to think of the radiation the poor boy was subjected to].<br />
<br />
Jones' electrical skills would next be utilized as chairman of the Lighting Committee for the 1898 Otago Jubilee Industrial Exhibition. The same year he would also provide a report on the requirements of the new classes for teaching practical electrical engineering at the Dunedin [later King Edward] Technical School. <br />
<br />
But after having been in the employment of the Union Steam Ship Company for the previous 14 years, Jones would in April 1899 enter into an electrical engineering and contracting partnership with "<i>a kindred spirit</i>", the afore-mentioned Mr Robert T. Turnbull of Wellington [1865-1925], the business being named "Turnbull and Jones". Turnbull, who held 14,000 shares, would be in charge of the Wellington branch while Jones, who held just 1,000 shares, would be in charge of the South Island branches in Dunedin and Christchurch,<br />
<br />
Their business would initially specialize in the supply of and installation of electric lighting, electric traction, electric power transmission plants, as well as being agents for "Crompton" dynamos, arc lamps, "Henley's" Telegraph cables and wires, and "Ediswan" electric lamps. Early orders to install electrical equipment for the New Zealand Refrigeration Company at Burnside and to design and supply hydraulic generating equipment and electrically driven power plant for the "Fourteen Mile Beach Gold Mining Company" dredge working in the Molyneux Gorge and the "Earnsclough No 3 Dredge Co" dredge working in the Frasers River / Clutha River area amply demonstrates the early commercial success the company enjoyed. Electricity driven gold dredging and mining equipment was then considered "<i>a novelty</i>" but "<i>both of these dredges operated successfully for many years, and were the first three phase power plants in New Zealand</i>." [R.T. Turnbull reminiscences, 1921] <br />
<br />
The business would later encompass hydro-electric town plants, motor and generator installations, electric lifts, lighting and power installations, fire alarms, telephones, bells, wireless apparatus, magnetos, and electro-medical and X-ray apparatus, electrical repairs and the manufacture of parts in well equipped workshops.<br />
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<tr><td class="tr-caption" style="text-align: center;">Advertisement for a Lecture on "<i>Electricity <br />in War and Peace</i>" and Featuring "<i>Electra,<br />The Wonderful Electric Lady</i>"<br />
[Source : Otago Daily Times, 16 Mar 1900]</td></tr>
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In between his busy work schedule Mr Jones still found time for lecturing. It would be in March 1900 that Jones would lecture on "Electricity in Peace and War", in aid of the Fourth Contingent Fund [Second Boer War] Patriotic Fund. The lecture included "<i>different sorts of magnets, bells for use in private homes and offices, a miniature cannon, electric lights, a watchman's clock,.. hospital clock, marine fire alarm, Roentgen ray apparatus, telephones, etc</i>.". But the star of the show would undoubtedly be "<i>one of the most ingenious and life-like figures it is possible to imagine</i>" in the form of the 5 foot 4 inch high automaton, "<u style="font-style: italic;">Electra</u>,<i> <u>the</u> <u>Wonderful</u> <u>Electric</u> <u>Lady</u></i>", being the invention of Mr J. Jenkins of Rattray street.<br />
<br />
Mr Jenkins who, "...<i>has spent years perfecting his figur</i>e" and "<i>a very large sum of money in adapting the necessary appliances to giving it the natural movements which enable it to represent a graceful young lady</i>", was "<i>persuaded</i>" by Mr Jones to place his "<i>animated lady</i>" at his disposal for the event. Unfortunately, no photographs of "Electra" are known or her eventual fate but she is well described.<br />
<br />
"<i>The movements of the figure were watched with deep interest by those present. She glided on to the stage, carrying in one hand a bouquet of flowers, bowed to the audience, turned her head, moved this way and that, went over to Mr Barth </i><i>at the piano and shook hands, and did other evolutions. The audience were thoroughly pleased with her demonstration</i>."<br />
<br />
A reporter, who had a preview of "Electra", additionally writes that "<i>The automaton... is beautifully dressed in the latest fashion; her face is perfectly natural, as are also the movements she makes</i>." She "...<i>bows, turns round her head, moved her eyes, and moves with facility either forward, backward, or sideways. So natural is all this performed that if it took place on a public stage a great majority of the audience would only with difficulty be persuaded that the figure was not a real live lady</i>." <br />
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<tr><td class="tr-caption" style="text-align: center;">Robert Clay Jones, circa 1921<br />
[Source : Turnbull & Jones]</td></tr>
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Thereafter, his business appears to have occupied much of Jones' time with frequent mention of his name in the daily Express Passenger List. But although very interesting, his latter work in the electrical field is primarily connected with his business activities rather than in a personal capacity so I will not provide a full resumé of this part of his career. This is however adequately detailed in the history of the firm published in 1988. But unfortunately, while "<i>Jones was clever and hardworking </i>[he had]<i> little of the commercial sophistication of the Turnbull's</i>." <br />
<br />
This commercial failing became obvious in 1915 when an Assistant Manager had to be appointed to Dunedin to assist in returning the branch to profitability, The amounts Jones charged for large commercial deals had often been insufficient to cover commissioning and call back costs thus the business sustained a number of losses. While having been on a salary of £500 p.a. since 1902 the Company Board now made it obvious what they thought of his management abilities and reduced this to £350 p.a. While Jones was now on the "<i>bottom rung and probably rather unhappy about it</i>" he would at least remain a Director of the Company and continue in the employment of the company. In light of further revelations Jones probably had no choice but to remain working on until his death.<br />
<br />
But by 1922 we find that Mr Jones was now President of the Otago Radio Association, a post he would hold until his death. In embracing and promoting this new technology to amateurs Mr Jones remarked (sensibly, and perhaps with some foresight), "<i>that parents would have difficulty in getting boys to bed if they possessed wireless sets, but surely that was better for them than walking the streets at night</i>". The early story of this Association would easily make an interesting blog in its own right.<br />
<br />
But sadly, money again came to the fore with Jones evidently being a very poor manager of his own finances. His reduction of salary had only made this worse then leading to numerous pleas to the board for "<i>better consideration</i>". These would fall on death ears, the board long since having made known what they thought of his management skills.<br />
<br />
After his death in 1928 Jones' finances "<i>were found to be in a deplorable condition</i>." His son, Longton, by now a senior manager in the firm, wrote to the board suggesting that, taking into consideration his Father's long association with Turnbull and Jones, that they could do something for Mrs Jones. The less than sympathetic board replied that "<i>The Company had already assisted Mr R.C. Jones over a number of years, and the fact that the Dunedin office was not on a paying footing, it was impossible to make any grant to Mrs Jones further than a month's salary and the cancellation of the amount owing by the late Mr R.C. Jones...</i> [around £45.0.0]". <br />
<br />
Still, the partnership of Turnbull and Jones had endured from 1899 until Turnbull's death in a motor accident in July 1925 and Jones' death in August 1928. Both built the foundations of a very successful business which remained active until being taken over by Cory-Wright & Salmon Ltd. in 1984.<br />
<br />
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<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpFtXcEvo3BkRS7VUDsZXZPiFrs5L4rrfMvWDpS68_C5AsUPoKPBb2t6tsjU3ocPsY_XEB5CDJ6Hy4FYaTlGlyhV4WCOROFsT8YTi4kF9w8eccAQuNSUPkSt5Q5AK_DASBcsLbDfagLBk/s1600/RCJonesGravestonesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpFtXcEvo3BkRS7VUDsZXZPiFrs5L4rrfMvWDpS68_C5AsUPoKPBb2t6tsjU3ocPsY_XEB5CDJ6Hy4FYaTlGlyhV4WCOROFsT8YTi4kF9w8eccAQuNSUPkSt5Q5AK_DASBcsLbDfagLBk/s400/RCJonesGravestonesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">White Marble Gravestone of Mr Robert Clay Jones,<br />
Anderson's Bay Cemetery, Dunedin<br />
[Source : Dunedin City Council]</td></tr>
</tbody></table>
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Robert Clay Jones A.M.I.E., M.I.E.E. and a Director of "Turnbull & Jones", died in Dunedin on the 4th August 1928 aged 75 years and is buried in the Anderson's Bay Cemetery. He was survived by his second wife and two sons by his first marriage. At their annual social the local staff of "Turnbull & Jones" observed a two minute silence out of respect to their late founder. The last word comes from the 1988 history of the firm; "<i>It seems he always struggled financially, which showed where his true interests lay - work for the interest of it rather than the rewards</i>." <br />
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<b>Copyright :</b> This blog may not be reproduced without my specific written permission. Excerpts may however be quoted for non-commercial use provided this site is acknowledged.<br />
<b><br /></b>
<b>Sources :</b><br />
<br />
- Papers Past<br />
- "<i>Turnbull & Jones, 1899 - 1984 : First in the Industry</i>", by Les Boyle 1988<br />
- Dunedin City Council<br />
- McNab Room, Dunedin Public Library<br />
- Archives New Zealand<br />
- FamilySearch.org<br />
<br />Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-16892007485723256102017-07-23T16:54:00.000+12:002017-07-23T18:37:51.483+12:00A Second World War 'Aerograph' Letter <br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgPQY2iETQ7PvwKfqAprnJMOnk_5pZRlEeiZ9YMoldP8IRwupiuARVJ9Aj3U3bQ_Rx_EDKofacE8DMe98c2abaBaQ_ytp3WZn3Dg5eOeS0Jf5molSBTZKWTP-rrvQflM6HP80mLfVD404/s1600/Aerograph1944small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgPQY2iETQ7PvwKfqAprnJMOnk_5pZRlEeiZ9YMoldP8IRwupiuARVJ9Aj3U3bQ_Rx_EDKofacE8DMe98c2abaBaQ_ytp3WZn3Dg5eOeS0Jf5molSBTZKWTP-rrvQflM6HP80mLfVD404/s400/Aerograph1944small.jpg" width="311" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An "Aerograph" message sent from Italy by<br />
Liet. Corp. R.W.E Taylor, 1944<br />
[From my own collection]</td></tr>
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I have always been intrigued by a small 1944 letter in my collection, being from a World War Two New Zealand serviceman to his Aunt in New Zealand. Obviously a photographic print, this is what is termed an "Aerograph" [known in the USA as "V-Mail"] and carries an interesting story. But the story of who wrote it, or at least as much as I have found out, is also equally fascinating in that the writer served with one of just two mobile New Zealand Field Transfusion Units stationed in Italy.<br />
<br />
But before we look at the "Aerograph" postal system and the Field Units, what do we actually know about the writer himself? Well initially I knew very little as the writer, being one 'Edgar Taylor', does not appear in any family history for my Grandmother's extended family. So hopefully this blog may also elicit further information from family descendants. The Lucy Froggatt he mentions in the first sentence is however known to me as a family relative.<br />
<br />
What we do know is that the letter is written by 15160 Lieutenant Corporal Robert William <u>Edgar</u> Taylor of the 2nd New Zealand Expeditionary Force. Having to pass a censor the letter is short on some specific information. 'Edgar', as he was obviously known, states that he had "<i>now been overseas for over three years</i>" and that he had met and become engaged to a New Zealand Nurse in Cairo, being a Miss May Croom of Wanganui who had since returned home.<br />
<br />
Additionally, Edgar writes that while he came over in the infantry he was recalled to the Laboratory at the No 1 New Zealand General Hospital based at Helwan near Cairo then around 1942 was offered a position at the Field [blood] Transfusion Unit when it was formed;<br />
<br />
"...<i>It is a most interesting</i>...[position]<i> and brings it's own reward in seeing the help that we can give in the field to our wounded comrades</i>."<br />
<br />
After moving from Helwan to Molfetta in Southern Italy in April 1944, the No1 NZ General Hospital then moved in August 1944 to Sengallia north of Ancona which is about half way up the Italian Peninsula on the Adriatic coast. It would be from here that the 'Aerograph' was written.<br />
<br />
Just two New Zealand Transfusion Field Units operated in Italy, consisting of one medical officer, two transfusion orderlies, and two drivers with at least one being a refrigeration mechanic. Two trucks were used for each unit, one being a 3-ton truck being fitted with "<i>a refrigerating pump using methyl chloride as a cooling fluid, and driven by a small petrol motor</i>." An insulated box surrounded by a water jacket could hold up to 110 bottles of blood, plasma / saline, and glucose / saline which were all obtained from the British Base Transfusion Unit. The other truck in each unit acted as a stores vehicle.<br />
<br />
I assume Edgar to have been one of the four orderlies working with the two units. While he must have had some medical knowledge or training he would appear to have been employed by the Canterbury Education Board in a management position just prior to the war.<br />
<br />
By August 1944 the New Zealand forces had joined the British 8th Army’s march east and north towards the Italian plain and the Savio River but the rugged terrain of the Apennine mountains, numerous destroyed bridges, and heavy rain turning the low lying east to mud made progress difficult. It would be in the immediate footsteps of this campaign north and west of Ancona that Edgar Taylor and his transfusion units would have served.<br />
<br />
With not being a close relative I have not attempted to access his World War Two military record but this would certainly answer a few additional questions. It does appear from statutory records that Mr R.W.E. Taylor, born 28th July 1916, died in 1999. I'm sure he had a few interesting stories to tell of his war service but also of his first hand experience of the human face and aftermath of war. If any relatives read this I would be very interested in hearing from you. An email link appears in the right hand menu bar.<br />
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As to the "Aerograph" itself, the short UTube film below is more or less self-explanatory. Basically, instead of despatching a very bulky and heavy quantity of mail from servicemen to their home countries, in this case half way around the world in New Zealand, letters written on special forms would be taken to a central point (I assume the UK), passed by the censor, photographed, probably onto 35mm film, and the reels of negatives then sent by the quickest method, including by air, to their intended country of destination. There the negatives were printed out onto thin photo sensitive paper and the letters then dispatched to the recipient by ordinary postal mail. And of course being mail from servicemen in the forces there was no cost to the sender or recipient. <br />
<br />
And considering that images were printed out on photographic paper with very little time for fixing and washing away of residual chemicals my 'Aerograph' is in a perfect state of preservation and legibility, just rather small to read. The paper size appears to have been kept to a minimum to reduce the use of imported photographic paper and I have also noted this with personal photographs printed out during the war years.<br />
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This short one minute explanatory video is well worth watching :<br />
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/7Xa4Ny-phCM/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/7Xa4Ny-phCM?feature=player_embedded" width="320"></iframe></div>
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<div class="separator" style="clear: both; text-align: center;">
"The Aerograph Letter Service"</div>
<div class="separator" style="clear: both; text-align: center;">
A British Movietone Film</div>
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<b>Sources :</b></div>
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- Personal family papers</div>
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- New Zealand Electronic Text Collection <b>/</b> Te Pūhikotuhi o Aotearoa</div>
<div class="separator" style="clear: both;">
- New Zealand History<b> / </b>Nga korero a ipurangi o Aotearoa</div>
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- Archives New Zealand <b>/</b> Te Rua Mahara o te Kāwanatanga</div>
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- New Zealand Military Nursing website</div>
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-80430480011352428722017-07-16T16:59:00.000+12:002018-04-28T17:43:25.304+12:00Researching a 1787 Double-Pair Cased Pocket Watch<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIznaX1wR_GqZqKDIMdVct7qIfrwc2URrhiaEors5QqH3iBo5vj_vYX50D4qUxo31g2gvcNPsnpuWZjzZvWr5nn2vFt5xndCSJ2_hi6I5Lz0KZQbmu1W5Zq6seS6pFr_2_OJrZcldKUHc/s1600/DSCF3042small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="350" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIznaX1wR_GqZqKDIMdVct7qIfrwc2URrhiaEors5QqH3iBo5vj_vYX50D4qUxo31g2gvcNPsnpuWZjzZvWr5nn2vFt5xndCSJ2_hi6I5Lz0KZQbmu1W5Zq6seS6pFr_2_OJrZcldKUHc/s400/DSCF3042small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Double-Pair Cased Pocket Watch by P. Edmond, Dublin, 1787,<br />
together with Chain and Wax Sealer<br />
[From my own collection]</td></tr>
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<div style="text-align: center;">
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As my regular readers will probably attest, I delight in researching old family owned items in my possession, usually with quite some success. This example, being a 230 year old double-pair cased sterling silver pocket watch with a one day fusee chain drive and verge escarpment has proven no exception. I know who made it (or at least the case) and when, who sold it, who owned it, and even, quite surprisingly, who repaired it!<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1yKMzu9S4mCvJCmO7ForzWHE3bjpe98nqDUtq9V5DHDbcvLEMn6-VWja17hHHXiX_Bgsu56CZfQQlydfwVETpKHHG4JITU8fLoLlrmIxd0-IJ4CXcpeo5FRynZG_HsK4A-_B7paW9CdE/s1600/800px-Fusee.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="328" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1yKMzu9S4mCvJCmO7ForzWHE3bjpe98nqDUtq9V5DHDbcvLEMn6-VWja17hHHXiX_Bgsu56CZfQQlydfwVETpKHHG4JITU8fLoLlrmIxd0-IJ4CXcpeo5FRynZG_HsK4A-_B7paW9CdE/s400/800px-Fusee.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Theory of the Fusee Drive<br />
[Source : Wikipedia]</td></tr>
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But first, the basics. By "double-pair", this simply refers to the pocket watch having an outer case which helped to protect the inner case and movement. The fusee chain drive is an ingenious system whereby the power exerted by the spring is applied to the watch movement by means of a spiral cone. When the watch is fully would the chain pulls from the narrowest part of the cone and when the spring winds down the chain is increasingly pulled from the wider part of the spiral cone. Thus a reasonably even "pull" is applied to the watch movement in order to maintain consistent timekeeping.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvgWPgjBz_C1TmDd8AO6xpMAJKjxrlbIMthTlNrLP3XwHhS4rHh-3eqdctvuZM6YhCIrpeSE1alBUGtKmavKi_AvEV3DjUJgRtToChQupaNr5VAPqvKmoJIsNreWe0U4sH1_0UxJKMQlo/s1600/VergeEscapementCycle.gif" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvgWPgjBz_C1TmDd8AO6xpMAJKjxrlbIMthTlNrLP3XwHhS4rHh-3eqdctvuZM6YhCIrpeSE1alBUGtKmavKi_AvEV3DjUJgRtToChQupaNr5VAPqvKmoJIsNreWe0U4sH1_0UxJKMQlo/s1600/VergeEscapementCycle.gif" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Action of the Verge Escarpment</td></tr>
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By the 1850's the simple but ingenious verge escarpment system, having been in common use since the 13th century, had been superseded by the more precise lever escarpment found in later watches. The speed of the verge escarpment watch was difficult to accurately regulate, friction and wear was excessive, and over time, due to wear, the movement would tend to speed up. The verge escarpment, being vertically placed within the movement along with the fusee drive, also made these watches unfashionably thick. Technology slowly advanced to make both of these regulation systems obsolete thus leading to the modern and virtually self regulating mechanical wrist watch which is still made and sought after today. <br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-G0Ftr0SBNTbcIG9d4Y8dgheGEgVTUiPWiJgCUg2KKRIrOJi9qtRZmj-y7_jN7JDY8QGUn44pM3LVyWZ3lftC96jYblYU5Y9a6HKyGm-mcjMvcbrHnkgwoUctdaV5eeavosOOccl-nvY/s1600/20170412_132607small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="293" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-G0Ftr0SBNTbcIG9d4Y8dgheGEgVTUiPWiJgCUg2KKRIrOJi9qtRZmj-y7_jN7JDY8QGUn44pM3LVyWZ3lftC96jYblYU5Y9a6HKyGm-mcjMvcbrHnkgwoUctdaV5eeavosOOccl-nvY/s320/20170412_132607small.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Silver Marks on Pocket Watch by <br />
P. Edmond, Dublin, 1787</td></tr>
</tbody></table>
<div style="text-align: center;">
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The inner and outer cases carry five hallmarks, firstly the manufacturer of the sterling silver case being "<i>R.R</i>", secondly the Lion's Head (with coronet) London City Assay office hallmark denoting the place of manufacture, thirdly the Lion Passant guardant certifying the silver quality, fourthly the Sovereign's Head Duty Mark (being of King George III which certifies the payment of duty for Sterling Silver), and fiftly, the date letter "M" for 1787 in a cartouche matched to this period.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDQpcTtvAG1jS2RZRkFQSBFPUMy7sdy54vgBdTZSaoANYfWZ9Xbex6qA2FNjh7s6wBBhD_jmZacN0wy6SX9-bTLeKcS3pYNoUDfGhStCvNDQyc34dSyynvGUjgqEhCDboKh6OySTaf2XQ/s1600/DSCF3044small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDQpcTtvAG1jS2RZRkFQSBFPUMy7sdy54vgBdTZSaoANYfWZ9Xbex6qA2FNjh7s6wBBhD_jmZacN0wy6SX9-bTLeKcS3pYNoUDfGhStCvNDQyc34dSyynvGUjgqEhCDboKh6OySTaf2XQ/s400/DSCF3044small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Double-Pair Cased Pocket Watch by P. Edmond, Dublin, 1787,<br />
showing the outer case open</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The case maker, "<i>R.R</i>" is Richard Rowney, then having his premises on the corner of King Street, St Giles, London and trading as a Jeweller and Silversmith. In 1793 Rowney, now of Broad street, advertised that he was selling up his stock in trade and going into the wholesale perfumery business at 95 Holborn Hill with his brother Thomas Rowney, thereafter trading at "T&R Rowney". The business was dissolved in 1801 with both then going their separate ways. Richard Rowney became a "<i>hair merchant and perfumer</i>" while Thomas Rowney became a "<i>colourman</i>", preparing and retailing artists' colours. The well-known name of Rowney is still associated with artist's supplies today. Unfortunately, Richard Rowney and then still in business in the wholesale perfumery business along with his son, was made bankrupt in 1811. He died in 1824 aged 69 years and is buried at Elim Baptist Chapel, Fetter Lane, London. <br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgr5hNHLUwmfl-nUAwJo4xbaJFIV1R6Iy6lsu36ip4FmbES18bHrpejB4jxqMH6BXA9y9kZK1_Zqq6N7X0AgTO3UkYFTcDDohdkKRIklars0gEJCJAj47gwfmaw_tAxKoTxuBaj2JY18xY/s1600/DSCF3055small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgr5hNHLUwmfl-nUAwJo4xbaJFIV1R6Iy6lsu36ip4FmbES18bHrpejB4jxqMH6BXA9y9kZK1_Zqq6N7X0AgTO3UkYFTcDDohdkKRIklars0gEJCJAj47gwfmaw_tAxKoTxuBaj2JY18xY/s400/DSCF3055small.JPG" width="365" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Double-Pair Cased Pocket Watch by P. Edmond, Dublin, 1787,<br />
showing the movement with finely pierced balance wheel cover.</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
The name engraved on the movement, perhaps surprisingly, was "<i>P. Edmond, Dublin</i>", and being numbered 7142. Very little is known about Mr Edmond and all published sources state that he ceased business in 1797. I have since found this cannot be correct as I have now sighted a watch he sold with a case dated for 1808. This illustrates the challenge of researching out and piecing together accurate information when there is a paucity of period records. <br />
<br />
I strongly believe that Mr Edmond himself did not manufacture the movement. Over most of the 19th century watch and clock retailers would normally add their names to what they sold even though they were not the actual manufacturer. The mechanism will most likely be from a generic London manufacturer which would make more sense. Intriguingly, I have noted one watch sold by Mr Edmond, apparently dated 1790, and numbered 3446. having been sold on EBay but am unable to obtain an image of it. Another watch I have actually sighted is engraved for P. Edmond but dated for 1808 and numbered 1303. The latter movement is also of a different design. As mine is No 7142 and dated for 1797 I think this clearly tells us that the engraved number is for the unknown movement manufacturer and has nothing to do with Mr Edmond who simply engraved his name on it and sold it in his shop in Dublin. But if anyone has further information on Mr Edmond or has an Edmond watch I would be pleased to hear from you.<br />
<br />
The watch itself includes a finely pierced and quite beautiful balance wheel cover typical of this period along with a numbered regulation wheel to increase or decrease the 'recoil' of the balance spring, thus at least having some control over the speed of the verge escarpment. The balance wheel is simply a piece of round flat steel with no temperature compensation. The back of the watch is truly a thing of beauty although almost permanently encased away from view. The inner case did not need to be opened to wind the watch, being achieved with a key suspended from the accompanying watch chain. The dial is of enamel with blackened steel hands. While the watch will go, the ratchet click (to stop the fusee cog uncontrollably spinning round) is broken with worn cog wheels and the repair to it is at best temporary. At some stage the small handle has been re-soldered onto the inner case. The original bulbous crystal (glass cover over the dial) is also missing.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFzYRScmvjaf_biIgYtoXFxXxai71C0GbMNUOYdRxPs6qJXwldqDvdRvrmi45R1xVJXOBzhptK7TojOv3uyMqmK_6RBa_cvFtE-jvnAP4fnLrGAu6qGdzF7MtWT17YE5KOtcTg04vnN8E/s1600/John+Watson+Burnheadsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="56" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFzYRScmvjaf_biIgYtoXFxXxai71C0GbMNUOYdRxPs6qJXwldqDvdRvrmi45R1xVJXOBzhptK7TojOv3uyMqmK_6RBa_cvFtE-jvnAP4fnLrGAu6qGdzF7MtWT17YE5KOtcTg04vnN8E/s400/John+Watson+Burnheadsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"John Watson, Burnhead, Dalserf",<br />
first confirmed owner of the watch.<br />
From a book dated 1812.<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The provenance of an item adds so much to its intrinsic value, this information often being lost in the mists of time. The very old style of watch chain is probably original to my family ownership of the watch but how it came to be purchased in Dublin is not known. It could easily be that the watch, then an expensive purchase, had been bought second hand. Attached to the end of the brass watch is a carved crystal wax letter seal with the initials "<i>JW</i>" in intaglio. This is the clue as to the original confirmed owner in my family, being John Watson, a tenant farmer to the Duke of Hamilton at "Burnhead Farm" in Dalserf Parish, Lanarkshire, Scotland. As John was only born in 1777 a second-hand purchase is more likely. John died at "Burnhead" in 1872, then aged a commendable 94 years.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijeA5GGCcZM6NJg3Q9Um6MwFIY6bvf30cURXxyM7ETGpd_PVkFjG-hcX2FCc0rt9ZGCbSIiMFc1JgilVQq52ZOM5ZoeNq5e2zZxIOsTUjYG_UsPZ1mepT0zY40691izWHmj7UTI7d8ncQ/s1600/WA3.5small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijeA5GGCcZM6NJg3Q9Um6MwFIY6bvf30cURXxyM7ETGpd_PVkFjG-hcX2FCc0rt9ZGCbSIiMFc1JgilVQq52ZOM5ZoeNq5e2zZxIOsTUjYG_UsPZ1mepT0zY40691izWHmj7UTI7d8ncQ/s400/WA3.5small.jpg" width="241" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">John Watson of Crossford,<br />
second owner of the watch<br />
Taken circa 1870's,<br />
Bowman Photo, Glasgow.<br />
[From my own collection]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The watch and chain then passed to his son John Watson, born 1818, a grocer of Crossford, who died in 1883. Although he almost certainly never used it John's ownership of this watch is fully supported by a note left by his great niece. As John had latterly been residing with my Grandmother's family they retained the watch and chain (even though Watson family cousins still resided at 'Burnhead'), bringing it with them to New Zealand in 1911. But the watch would return to Scotland in 1922 when the then owner, James Watson (a great nephew of John Watson of Crossford), returned to Scotland to live. But after his death in 1957 his New Zealand brother and sisters asked for the watch back so it returned once more to New Zealand. My late mother, a niece of James Watson, gifted it to me in 1978 due to my interest in horology and being a descendant of the original confirmed owner, my Gt. Gt. Gt. Grandfather.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcDpHgME4CPtvwhVXmaJT2dda9nUvK1SFB_ptqfPowsxDok-pe8jMcoZQBN4Ip25O99JwC6Z4pdvXBK-yGJbDVVhXxHgMqLinhH2ph1yfA6Sl_Qb0cY37KQw9-hRToM7j4CxuWeSewHxw/s1600/DSCF3051small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="376" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcDpHgME4CPtvwhVXmaJT2dda9nUvK1SFB_ptqfPowsxDok-pe8jMcoZQBN4Ip25O99JwC6Z4pdvXBK-yGJbDVVhXxHgMqLinhH2ph1yfA6Sl_Qb0cY37KQw9-hRToM7j4CxuWeSewHxw/s400/DSCF3051small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Double-Pair Cased Pocket Watch by P. Edmond, Dublin, 1787,<br />
<span style="font-size: 12.8px;">showing the Fusee Drive gaduated cone.</span></td></tr>
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<div style="text-align: center;">
<br /></div>
As to who repaired the watch over the years, this can be seen by looking at the "watch papers" placed into the back of the double-pair case. When a watch was repaired, and assuming it was in a double-pair case, the watchmaker would place a paper in the back printed with his business name, sometimes writing the name of the owner, date and type of repair on the back. These watch papers also served the purpose of acting as cushioning. This watch includes no less than nine of these papers including an extra one of khaki coloured silk which may be original to the watch.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh24e_s2bN1cNaIfJdCxDZRUyf9jntW63Xb_NH8IuzmaNOWg-x4yImmHX9-0USqzlX0KArJXGhxM4lU53X30t1_CA9u3UqoplielfiyL9brT9ZIE2bpCSybZv0RaY7Ah9DGcLeD6d8Vl74/s1600/WatchPaperssmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh24e_s2bN1cNaIfJdCxDZRUyf9jntW63Xb_NH8IuzmaNOWg-x4yImmHX9-0USqzlX0KArJXGhxM4lU53X30t1_CA9u3UqoplielfiyL9brT9ZIE2bpCSybZv0RaY7Ah9DGcLeD6d8Vl74/s400/WatchPaperssmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Selection of Watch Papers <br />
found in the back of my watch</td></tr>
</tbody></table>
<div style="text-align: center;">
<br /></div>
The watch papers are printed with the various names of "<i>William. Barr, Watch and Clockmaker, Hamilton</i>" then later "<i>Wm. Barr and Son</i>...", "<i>Morgan, Watch Maker, East </i>[?] <i>Side, South Bridge Street, Edinburgh</i>", "<i>James Bennie, Watch and Clock Maker, Jeweller etc, 4 Townhead Street, Hamilton</i>". Unfortunately none of the papers carry a date, those of Mr Barr only having a repair number. So we must look at other sources to try and ascertain when these Watchmakers were active.<br />
<br />
"<i>Old Scottish Clockmakers</i>" by John Smith (2nd Edition) published in 1921 usefully states that William Barr of "<i>Muir Wynd, Hamilton</i>" was in business from at least 1808 (when nine pocket watches were stolen from his premises) up to at least 1837. "<i>William Barr, Watchmaker</i>" and listed as "<i>Head of Family</i>" appears in Church of Scotland rolls dated 1834, 1836 and 1839. Historical records also tell us that William Barr died around late 1847 to early 1848. His wife Margaret, whom he had married in 1840, continued the business until she "<i>sold her inventory</i>" in 1851. A Rootsweb message left by a descendant states that William Barr, Watchmaker, was born in 1780 and evidently married twice. So he must have been in business from prior to 1808 until his death, when the business was being run jointly with his son. <br />
<br />
Donald Whyte in "Clockmakers and Watchmakers of Scotland 1453 - 1900" published in 2005 notes James Bennie of 4 Townhead street as being in business from 1842 to 1852. I also note a James Bennie of Hamilton who appears in the 1861 census of Hamilton and who died in 1884 aged 54 years.<br />
<br />
"<i>Old Scottish Clockmakers from 1453 to 1850</i>" records Thomas Morgan as being in business from 1767 to 1803. Period published sources also record him as a "<i>watchmaker</i>" in 1789 and additionally of "<i>South Bridge Street</i>" Edinburgh in 1800 and 1801. So this would appear to be the earliest watch paper with my watch. Although the first John Watson would have been 24 years of age by 1801 there is even the vague possibility that this watch paper relates to a previous owner.<br />
<br />
<b>Update Apr 2018 :</b> Note the interesting public comment on Thomas Morgan posted in comments below which would now appear to date the watch paper to between 1790 and 1800. The paper itself would appear to record the address as "<i><u>East</u> Side</i>" and "<i>South Bridge Street</i>" but is rather worn so indistinct.<br />
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These interesting watch papers certainly give a guide as to when the watch was in normal use but I believe the watch would have ceased being in use by the 1850's and certainly before the original confirmed owner died in 1883. The next owner was then an older man with a gold and a silver watch of his own. And in any case the Edmond watch is in a damaged state which indicates that upon the crystal cover breaking and / or the ratchet breaking it was put aside and then kept as a valued family keepsake. If you have read this far the very short video above shows the watch working.<br />
<br />
<b>Sources :</b><br />
<br />
- Watson Family photographs and artefacts (held by the writer)<br />
- "<i>Old Scottish Clockmakers 1453 to 1850</i>" by John Smith, 1921 [Google Books]<br />
- Various Internet Sources<br />
- Invercargill Public Library<br />
- With my thanks to David Craig, Brisbane, Australia re Thomas Morgan<br />
<br />
<br />Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com8tag:blogger.com,1999:blog-5496315488262026526.post-2849647266231482432017-07-09T17:14:00.000+12:002018-04-15T12:03:35.310+12:00The Prohibition Era and the Illicit Supply of "Hokonui Moonshine"<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjl63csU0wmDoDsrIYYHGQX6KgGZOY5pT0idPYesJJ-eVZz8PCl3l0Iu0QS7LbF9ctgjuAAGpG00KOGBnDlb3jlXgrl8gx7ah4IjcgS9UMsV-KCdeZ1lgTqr09AdUu05uJIBQ55LmJRawg/s1600/20160128_134626small.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjl63csU0wmDoDsrIYYHGQX6KgGZOY5pT0idPYesJJ-eVZz8PCl3l0Iu0QS7LbF9ctgjuAAGpG00KOGBnDlb3jlXgrl8gx7ah4IjcgS9UMsV-KCdeZ1lgTqr09AdUu05uJIBQ55LmJRawg/s400/20160128_134626small.jpg" width="275" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">An Original Bottle which once held<br />
"Hokonui Moonshine", now being<br />
owned by family members in Southland<br />
[From my own collection]</td></tr>
</tbody></table>
<br />
The forest clad Hokonui Hills of Southland New Zealand are today celebrated for having been the scene, for many years, of the illicit distilling of Whisky, being commonly know as "<i>Hokonui Moonshine</i>".<br />
<br />
Being primarily settled by a "<i>Highland community</i>", the then Hokonui Schoolteacher noted from his arrival in 1885 that the locals, although "<i>a kind, generous, sociable people, anxious for the education of their children</i>..." also had "<i>a strong leaning towards their national beverage</i>." And this from the very same gentleman who, some twenty years later, publicly berated a stunned country hall of local residents after his own bottle of whisky, which he hid in a hedge and repaired to at intervals for a nip and a yarn with his friends, had gone missing. Storming into the hall and holding up the empty bag he informed the astonished crowd that "...<i>in all his travels round the world he had never experienced an act so despicable as the theft of his whisky</i>."<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxA0Os68_zawoCORQgEUMboyObw0kA22j5uXRqYkeoLPbX-HTXqBEWqxcuGhSdy__kyVLchyphenhyphenAiP6-nxWUQkj6O2d1ZNa4Jy1SqxfneAJns3pfRjQZDWhyphenhyphenqclaBB1KR7dMhEBkKdPRE36g/s1600/Comeandjoinussmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxA0Os68_zawoCORQgEUMboyObw0kA22j5uXRqYkeoLPbX-HTXqBEWqxcuGhSdy__kyVLchyphenhyphenAiP6-nxWUQkj6O2d1ZNa4Jy1SqxfneAJns3pfRjQZDWhyphenhyphenqclaBB1KR7dMhEBkKdPRE36g/s400/Comeandjoinussmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">"Staying With Your Old Friends - Come and Join Us"<br />
A postcard sent by my Gt. Gt. Uncle, a resident of <br />
Central Southland, to his brother in 1909.<br />
A cigar box, cards - and whisky - are prominent<br />
[From my own collection]</td></tr>
</tbody></table>
<br />
Thus, while it was generally accepted by many that a nip of whisky was perfectly acceptable in moderation a number of influential groups such as the Southland Prohibition League, the Women's Christian Temperance Union, and the Presbyterian Church clergy, saw things rather differently. While my own family came from Central Southland my Father's family were strictly teetotal, my Grandfather representing the district in the above Southland Prohibition League and holding a life insurance policy under the "Temperance section". This is despite his own Grandfather just out of Edinburgh, whom he had lived with for some years, having owned a public house just down the road. Or was it perhaps <i>because</i> of this?<br />
<div>
<br /></div>
<div>
Conversely, the senior Scottish born members of my Mother's family, despite being staunch members of and Elders in the Presbyterian Church, were known to enjoy a drink, commonly offering their visitors a nip of whisky from a handsome silver plate cut glass double decanter which I still hold - along with a decorative and very empty old Scotch Whisky bottle. But both families remained good friends, good neighbours, and both committed churchgoers.<br />
<div>
<br /></div>
<div>
So, as we can see, opinions on the availability and consumption of alcohol were divided. And as can be guessed, the good residents of Hokonui were, by and large, not great supporters of the prohibition movement although they were regular churchgoers. Likewise they appear to have happily turned a <i>very</i> blind eye to what was happening under their very noses.</div>
<div>
<br /></div>
<div>
A correspondent writing in 1926 explains the origins of whisky distilling in Central Southland; "<i>Away back in the middle of the last century, whole clans emigrated en masse to Otago and Southland, bringing with them a wealth of clan customs. Many of them still persist to the present day. In those early days, the potent spirit of the Highlands was hard to obtain. It involved many a weary journey through bushland and swamp on foot or by horse to the seaports scattered round the coastline, and the canny old Highlanders had a better way, a relic of similar conditions in their far-off native land. In their mountain fastnesses, they set up the tried and trusted stills of their forefathers, and distilled the precious spirit of their country... The main source of supply came from the Hokonui Hills.</i>" One of the prime suppliers in those early days was the McRae family of whom we shall hear more of.<br />
<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbHM6-Fi5PTYlwsOPvY-8e5IFnkjYHvKHKIhyX2NE3CVtujTrr1PJJPsHhsq_ky4s75zikhPP9xS_o4-1wsASASVF-5PK0qcsrE8OHmG1bplmwAVTo8I_NkNChyphenhyphen2uzPn_6ZdFdKbtMHQ8/s1600/Hokonuismall.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="817" data-original-width="992" height="328" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbHM6-Fi5PTYlwsOPvY-8e5IFnkjYHvKHKIhyX2NE3CVtujTrr1PJJPsHhsq_ky4s75zikhPP9xS_o4-1wsASASVF-5PK0qcsrE8OHmG1bplmwAVTo8I_NkNChyphenhyphen2uzPn_6ZdFdKbtMHQ8/s400/Hokonuismall.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">A Good Part of the Hokonui Hills in Central Southland<br />
remains forest covered and protected for posterity.<br />
[Source : Google Maps]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
</div>
<div>
The forest clad and rugged Hokonui Hills in Central Southland (then covering an area much larger than what remains today) proved to be the ideal and favoured location for the illicit distilling of whisky. Stills and barrels of maturing product could easily be hidden from prying eyes with a steady supply of firewood at hand. But the proof was naturally elusive and the local community protective and tight-lipped.<br />
<br />
A correspondent writing in 1925 states that "<i>For years it has been common knowledge to many of the oldest Southlander's that in the fastnesses of the Hokonuis the manufacture of 'Moonshine whisky' has been carried on as a commercial proposition</i>... <i>Many can remember that thirty off years ago a man met his death in the hills, and rumour had it that he strayed too near a still.</i>"<br />
<br />
The Gore correspondent for 'The Southland Times', writing in June 1896, alludes to the quantity of whisky distilled and that it supplied an area greater than just Southland; "<i>It might as well be said that more whisky is distilled in the Hokonui Hills than is consumed in Southland.</i>"</div>
<div>
<br /></div>
<div>
And there is the story of one brazen supplier thumbing his nose at the authorities, "W<i>hen the pursuit of an illicit whisky trader was being pressed, the trader in question resolved to give the best evidence possible of his fearlessness to hearten his customers. His dray rolled down Gore's Main Street one fine morning with a huge barrel aboard and a sack slung carelessly over the top. He was accorded only the passing notice of ordinary traffic. But his barrel was full of whisky which had not paid its quota to the treasury.</i>"</div>
<div>
<br /></div>
<div>
A correspondent describes the quality of the distilled product of these earlier days; "<i>The murderous stuff that masquerades under the heading of 'bootleg whisky' in arid America found no counterpart in Southland in the early days when a pride was taken in the expert manufacture of home-made whisky. I have tasted crystal-clear Hokonui whisky, mellowed by years of storage in the bush fastnesses, which compared more than favourably with the best of</i> [former] <i>times.</i>"</div>
<div>
<br /></div>
<div>
And herein lies an interesting contradiction. Whatever offence the illicit distilling of whisky constituted under law this was not seen by an otherwise law-abiding and intensely religious community "<i>as any offence against moral laws</i>". When queried on this point, a venerable old 'Highlander', being a respected member of the local community, and "<i>with a twinkle in his eye</i>", simply replied, "<i>Och aye, but think o' the awfu' cost, mon</i>", of course referring to the cost of obtaining the imported product through the normal channels. The Scottish heritage of thrift and saving a penny - and getting the better of the excise men - were traits that were just as important to the new émigrés as they had been to their Scottish forebears. And the illicit brewing of whisky was also one entrenched Scottish Highland 'tradition' that would not be readily forsaken half way around the world.</div>
<div>
<br /></div>
<div>
That the imported product was not always obtainable, and together with excise duty, considerably more expensive than the not inferior local product was thus sufficient justification in the eyes of many for an illegal activity. But the tide of public opinion on the availability of alcohol would eventually turn, although perhaps not in many parts of Central Southland. <br />
<br />
The Mataura electorate (which included Gore) voted "<i>no-licence</i> [i.e. dry]" in 1902, followed by Invercargill, with a margin of just nine votes, in 1905. Conversely, the Central Southland electorates never reached the necessary three-fifths majority to force prohibition. But the downside of prohibition in the province was that it merely fueled the demand for alcohol from <i>non-official sources</i>, particularly to supply "dry" districts. And with a willing supplier excise duty could be avoided, another powerful incentive. Even moderate drinkers could secure a supply at considerably under retail price "<i>and with just as much kick per nip</i>" if they knew where to obtain it. Considerable quantities of "<i>the illicit article</i>" were even found as far north as Oamaru, being sold in bulk at a low price, but "<i>how it reaches here has not been disclosed </i>[and] <i>those 'in the know' are very reticent</i>."<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhCHijvFznRpLklwY0_uNOb5Kht9shbsvxAtHGHJI0W59Tao04IsYSTnStNbrGNcGdF7o1vwgP0R60kJzxpQ9k9YIdxLDzrUGhmqMF5fWIEanLtmvLTX8m9JiNMIxEPT3GKA3IOntxYCVs/s1600/HokonuiLabelsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1385" data-original-width="992" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhCHijvFznRpLklwY0_uNOb5Kht9shbsvxAtHGHJI0W59Tao04IsYSTnStNbrGNcGdF7o1vwgP0R60kJzxpQ9k9YIdxLDzrUGhmqMF5fWIEanLtmvLTX8m9JiNMIxEPT3GKA3IOntxYCVs/s400/HokonuiLabelsmall.jpg" width="286" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Famous "Old Hokonui" Whisky Label<br />
(although most early Hokonui whisky had no label)<br />
[Source : The Southland Daily News]</td></tr>
</tbody></table>
</div>
<div>
<br /></div>
<div>
The prohibition era thus brought forth a surge in whisky distilling in the Hokonui Hills to meet the demand, at least more stills were being discovered. It appears that "<i>enterprising amateurs</i>" were quick to exploit the situation, taking a leaf out of the old-timer's book by setting up stills of their own. The quality of much of the distilled product produced by these new stills appears to have suffered as a consequence. An elderly 'Highlander' deplored the misdeeds of outsiders, "<i>with no respect for the cherished traditions of his ancestors, and has prophesied an untimely end for the desecrators of an imperishable tradition</i>".</div>
<div>
<br /></div>
<div>
One writer who tasted the product declared it to be of "<i>fair quality</i>" with a "<i>peculiarly nutty flavour</i>". Another writer describes it as having "<i>not the taste of the best brands on the market to-day. It is sometimes more of a fire-water than a whisky proper</i>." But amateur salesmen found no difficulty in disposing of their 'wares' to tight-lipped buyers.</div>
<div>
<br /></div>
<div>
By the 1920's the Police appear to have been much more active in attempting to suppress this illicit trade. The Customs Dept also sought to shut down what was clearly now a 'commercial' and very well organised operation, additionally depriving them of considerable amounts of revenue in the form of excise duty. Such was the fate of Messrs Alex Chisholm and Alexander McRae who were caught at Springhills [in the Hokonui district] in late 1924. Police and Customs officials discovered a still and 60 gallons of 'Hokonui whisky'. The men, having been caught red-handed, pleaded guilty, had their still confiscated, and were fined £100 apiece. But rather than shun them, the local community and not a few Southlanders would more than likely have greatly <i>sympathized</i> with the two unfortunate men that they had been found out.</div>
<div>
<br /></div>
<div>
An article published in the "New Zealand Truth" in 1929 alludes to the highly organised network of 'informants' assisting the suppliers in keeping one step ahead of the Police; "<i>the agencies for the distribution of the 'moonshine'... are widespread. The sources supplying information to the headquarters of the trade are correspondingly extensive. Thus a police car proceeding from Invercargill, for instance, may take an unfrequented road to the suspected quarter, but at some stage of the journey it is liable to set the alarm system in motion. Once the </i>[telephone] <i>bells ring the case is hopeless</i>."</div>
<div>
<br /></div>
<div>
In 1929 the matter of illicit supply from Southland also came up in the House of Representatives when the Police Dept. annual estimates were being discussed. The House was informed that while the supply from "<i>outlying districts</i>" had now been "<i>cleaned up</i>", it was believed that "<i>the principal distilleries have not yet been discovered. It is a fact that it is </i>[allegedly] <i>possible to buy Hokonui whisky for £1 a bottle</i>... <i>Energetic steps should be taken to clear the matter up</i>." The Minister of Justice informed the House that "<i>the sly grog question in Southland was being well tackled</i>". The discovery and confiscation of a still the previous year and the "<i>tremendous fine imposed on the men</i>" had assisted in supressing the trade. Rewards were being paid to Police Constables engaged in locating illicit stills as "<i>it was a rotten job and it was very difficult to detect </i>[them]<i>. Men would not give one another away. The success of the police officers last year had practically stamped out the evil </i>[trade]."</div>
<div>
<br /></div>
<div>
Occasional references to convictions appear in the papers over subsequent years. In January 1933 a Mataura "<i>distributor</i>" of Hokonui whisky, "<i>which was most dangerous to drink from a health point of view</i>", was fined £100. In December 1933 a Ferndale farmer, being "<i>well known and highly respected</i>" and who had turned to illicit distilling earlier that year due to the economic effects of the depression, was caught and fined the maximum penalty of £500. He had sold his product at between 20s and 30s a gallon. After "<i>months of inquiry</i>", the police raid was undertaken on a Sunday morning with the telephone service being disconnected prior to the raid to prevent any warning being given. While his neighbours were "<i>amazed</i>" to hear of his activities - <i>I do</i> <i>wonder</i>! This was the 13th successful prosecution in nine years.</div>
<div>
<br /></div>
<div>
The same month two five gallon kegs were seized from a lorry on the Wyndham-Edendale road. A mock "funeral" took place with customs officers, police and reporters acting as 'pall-bearers'. The casks were then carried to and emptied into a nearby drain, the Collector of Customs giving a short reading, commencing "<i>These evil spirits.</i>.."</div>
<div>
<br /></div>
<div>
In February 1934 a raid on a large still hidden in native bush in the Dunsdale area led to the prosecution of William (Billy) McRae Snr. and his son on a lesser charge, (yes, those canny McRae's again!) the location adjoining the property of the accused. McRae senior pleaded not guilty, denied any knowledge of the still, and with commendable bravado even offered a £20 reward if one were to be found on his own property. Despite a horse borrowed from McRae, and "<i>when given its head</i>" leading the Constable to the illicit still the prosecution failed in their case and the accused was discharged. There were probably a few whisky glasses raised to the McRae's that day, even if their distilling operation had been (no doubt only temporarily) put out of action. I perceive that no one got the better of the ever resourceful McRae's.</div>
<div>
<br /></div>
<div>
An amusing incident took place in 1944 when a bottle of 'Hokonui Moonshine' (as pictured at the top of this page), <i>probably</i> by design, was added to the display in the Southland Court at the New Zealand Industries Fair in Dunedin. One could not help but notice the label which included the words, "<i>Produce of SOUTHLAND</i>". Was it any coincidence that there had always been a ready market for Hokonui Moonshine in Dunedin?</div>
<div>
<br /></div>
<div>
At a Royal Commission on Licensing in 1945 "<i>Hokonui</i>" whisky was noted as being sold at £5 to £6 a bottle which indicates that the Police were yet to fully extinguish this trade. But by the mid 1950's a wider availability of the legal product and continuing convictions for "<i>sly grog selling</i>" appears to have finally brought an end to this illicit commercial trade in liquor.</div>
<div>
<br /></div>
<div>
After a 37 year "drought", the Invercargill electorate had voted in 1943 to end prohibition, the vote being influenced by returning servicemen. But the vote only allowed for the sale of alcohol under the "controlled sale" option. On the first trading day, being the 1st July 1944, bars were packed full, £1,200 of liquor was sold, and "<i>418 glasses broken or stolen</i>". The Mataura electorate similarly voted for the controlled sale of alcohol in 1954. Liquor outlets in these areas would be run by locally elected Licensing Trusts with all profits being returned to the community (mostly to local non-profit organisations, sports clubs and charities), an arrangement that continues successfully even today. This is despite all alcohol supply options being publicly voted on every three years (including a return to 'no licence') as the positive benefits to the community are obvious.<br />
<br />
But illicit 'Hokonui Whisky' would not be commercially sold in Licensing Trust areas or in fact any area, liquor trading laws naturally being strictly policed and enforced - including (then) 6 o'clock closing. Any public house caught selling 'bootleg' alcohol of any description would risk heavy fines and losing their licence - in other words their livelihood. </div>
<div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0Bs1ut8jHAHxI5Y6oiRjNeNOz4nyRWje0nB_sjBQlLm_hCDoIcQK0J7w1kKCPNNuoOKxMRo2p3XM-bgI12aGfWoYeR6trd1eylWGmPgBJQLtYG0iuks-Skc1pT2RLC2yMg_vl5UKHzz0/s1600/HokonuWhiskyi.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0Bs1ut8jHAHxI5Y6oiRjNeNOz4nyRWje0nB_sjBQlLm_hCDoIcQK0J7w1kKCPNNuoOKxMRo2p3XM-bgI12aGfWoYeR6trd1eylWGmPgBJQLtYG0iuks-Skc1pT2RLC2yMg_vl5UKHzz0/s320/HokonuWhiskyi.jpg" width="268" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Miniature bottles of "Old Hokonui" Whisky <br />
sold by the Hokonui Moonshine Museum</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
But the rich, even rather romantic, heritage of Hokonui Moonshine endures today, being celebrated at the Hokonui Moonshine Museum in Gore. You can even buy a sample of Hokonui whisky brewed to an authentic recipe by Hokonui Distillers Ltd (based in Timaru) and with the skull and crossbones label - but with excise tax paid! Personally I thought it tasted like the "<i>fire-water</i>" previously referred to, even watered down, and while it definitely had a "kick" it was not to my own personal taste in whisky (I prefer peaty, smokey and well aged but unfortunately that comes at a cost). All accounts indicate though that McRae whisky, produced from the mid 1870's through to the mid 1950's was a quality product. But I do wonder how a genuine "<i>crystal-clear Hokonui whisky</i>" expertly crafted by a Highland master of their craft and especially "<i>mellowed by years of storage</i>" in the bush [forest] would have tasted?<br />
<br />
Meanwhile a reasonable portion of the Hokonui Hills remain forested and protected today, thus being preserved for posterity, along with its rich and secretive history. A nature lover, committed churchman, and benefactor, the late Hugh Anderson of "Brookdale", Hokonui (died 1980 aged 91 years) proudly wrote in 1974 that he had purchased a bankrupt estate of 3,000 acres in the Hokonui area in 1906 and that "<i>one of my happy thoughts as I take my departure</i>" was that he had secured 470 acres of forested land bordering three sides of "Brookdale" as a native forest reserve. Along with his long letter he enclosed two small pieces of Hokonui fern.<br />
<br />
If you're really into the history of "Hokonui Moonshine" here's some really informative and interesting (clickable) links, even the original recipes :<br />
- <a href="http://www.hokonuiwhiskey.com/hokonui.html" target="_blank">Hokonui Distilleries Ltd</a><br />
- <a href="https://www.nzgeo.com/stories/hokonui-moonshine/" target="_blank">New Zealand Geographic - Hokonui Moonshine</a><br />
- <a href="http://www.clan-macrae.org.uk/scotland/history.cfm?ID=106" target="_blank">Clan MacRae - South Island Moonshine</a><br />
- <a href="http://www.goredc.govt.nz/our-facilities/arts-and-heritage/hokonui-moonshiners-museum/" target="_blank">Hokonui Moonshine Museum</a><br />
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<b><br /></b>
<b>Copyright :</b> This blog may not be reproduced without my specific written permission. Excerpts may however be quoted for non-commercial use provided this site is acknowledged.<br />
<b><br /></b>
<b>Sources :</b><br />
<br />
- "Papers Past" [National Library of New Zealand / Te Puna Mātauranga o Aotearoa]<br />
- "<i>Pages From The Memory Log of G.M. Hassing</i>", 1930 (from my own collection)</div>
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- "<i>Looking Back 100 Years - Heddon Bush School 1881-1981</i>" (from my own collection) <br />
- "<i>The Southland Daily News</i>" (From my own collection)<br />
- Watson family papers (in my possession)<br />
- Various Internet resources<br />
- With thanks to Geoff & Paula Kidd, Oreti<br />
<br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-91254797391662626292017-07-02T16:46:00.001+12:002017-07-03T07:09:40.706+12:00The Story of the Invercargill Town Clock 1860 - 1989 (Part Four of Four) <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRcztPYJ6dstjkdXWFswdSC-bFK8lhe5_zhjD1Sm1LOkaV3UEY7FBQBXuzU1dg3tVsT35ITNuO5EFI-2nx08J0zWO4AFYQ9MGxBBfLu-VeqUfuiAPCA6NiLcvWuWfMEjzvLogJJvR2WUY/s1600/wachnerplacesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="688" data-original-width="850" height="323" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhRcztPYJ6dstjkdXWFswdSC-bFK8lhe5_zhjD1Sm1LOkaV3UEY7FBQBXuzU1dg3tVsT35ITNuO5EFI-2nx08J0zWO4AFYQ9MGxBBfLu-VeqUfuiAPCA6NiLcvWuWfMEjzvLogJJvR2WUY/s400/wachnerplacesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;"><div style="font-size: 12.8px;">
Wachner Place and the Re-Instated Town Clock</div>
<div style="font-size: 12.8px;">
as it appears today</div>
</td></tr>
</tbody></table>
<br />
<div style="text-align: center;">
<b>From Gathering Dust to Re-Instatement </b></div>
<div style="text-align: center;">
<span style="text-align: start;"><b>1943 - 1989</b></span></div>
<br />
This concludes the story of Invercargill's 1893 'Littlejohn' Town Clock and chimes. You can read the first part <b><a href="http://the-lothians.blogspot.com/2017/06/the-story-of-invercargill-town-clock_11.html" target="_blank">HERE</a></b>. This fourth part details the final restoration and re-mounting of the clock and chimes almost half a century later.<br />
<br />
A four-sided electric non-striking clock, the gift of Miss Lumsden on the 14th April 1942, had been placed on a pole on the "<i>tramway island</i>" opposite the Post Office, now more or less taking the place of the old Post Office clock for public and tramways timekeeping. After the Tramways system was scrapped in September 1952 this clock was, with some opposition, shifted a short distance south to the Boer War Memorial at the corner of Dee and Tay streets where a modern replacement clock is still situated today.<br />
<br />
On the 18th July 1950 the Council referred to their Works Committee a suggestion that the old Post Office clock and chimes be re-erected in a structure not less than 60ft in height. Upon the Council being advised that this would cost "<i>some thousands of pounds</i>" the matter appears to have been dropped. A "Southland Times" report from the 1970's claims that "<i>several attempts have been made to have the clock re-erected</i>". All appear to have failed because of the need for a structure at least (as above) 60ft in height and space of at least 12 sq ft for the mechanism not to mention a suitable site; "<i>cost and site presented problems to which no solution could be found</i>".<br />
<br />
In October 1952 the Dunedin City Council, who were then seeking a replacement for their life-expired Exchange clock asked about the suitability of the Invercargill clock for their purposes. The Invercargill Town Clerk duly replied with the relevant dimensions and quoted a guide price of around £400 based on scrap brass value as "<i>it is unlikely to be used again by my Council</i>". The feeling may have been that as Invercargill had installed a '<i>Gent & Co. Pulsynetic</i>' system for electric clocks around the city with a master clock in the Town Hall there was probably no longer any relevant need to retain the old clock.<br />
<br />
In November 1952 the Invercargill Town Clerk replied again "<i>that the Council, after consideration, regrets that the clock and chimes are not available for sale</i>." Likewise, the offer of the services of their retired clock service-man to install it was likewise withdrawn. There was thankfully still some sentimentality attached to the old clock but it would be interesting to know how close the vote came to losing it.<br />
<br />
The clock mechanism, bells and partially broken clock faces would now continue to gather dust in the Invercargill water tower until around 1973 when the question of reinstating the clock would resurface at a Council meeting. It was felt that the old clock and melodic chimes "<i>would lend a quaint old world atmosphere to the city</i>".<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgi-XXHMYFza3R89Redv49K3-K9PU2V5FRdpkOWs93tcJbChK8gYcVyh5WeF_V2chEdVN5CACtPAc7WMdrTO51RFW0m-fJsT3sXEPibiE4M5XCYjOUmOJHYMwBH7nL5FNcEu_bk_UXVROY/s1600/Caseysmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="703" data-original-width="992" height="282" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgi-XXHMYFza3R89Redv49K3-K9PU2V5FRdpkOWs93tcJbChK8gYcVyh5WeF_V2chEdVN5CACtPAc7WMdrTO51RFW0m-fJsT3sXEPibiE4M5XCYjOUmOJHYMwBH7nL5FNcEu_bk_UXVROY/s400/Caseysmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">Mr Alex Casey with one of the Clock Faces,<br />
taken circa 1973<br />
[Source : "The Southland Times"]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
A qualified Horologist, Mr Alex Casey, inspected the various parts and "<i>marvelled at the excellent condition of the mechanism, which showed hardly any wear and only minor rust.</i>" He was, however, "<i>staggered at the size of the bells</i>", warning that they may create "<i>a big noise problem</i>." Three of the four dials had their centre glass missing and could be expensive to replace but the hands were intact and the winding handle had been found. He also thought the 8ft pendulum was large, "<i>even by town clock standards</i>.".<br />
<br />
But a "<i>ding-dong problem</i>" now confronted the appointed Council sub-comittee when it was found that one of the bells was missing. I recall the mad scramble round Invercargill church bell towers searching for a 'missing' 2cwt Town Clock "chime" bell. Then some bright individual pointed out that the clock chime only ever extended to the four bells in storage, the musical setting for this being on Mr Nicol's printed card shown in my second blog. The set comprised of one large hour bell and three chime bells.<br />
<br />
Around 1978, and with at least the condition of the clock making restoration possible, a Council committee, including representatives of local organisations, now set to work. Firstly, members of the the local Jeweller's Association would fully assess the clock mechanism while a suitable site was thought to be on the corner of Tay street and Elles Road <b>/</b> Queen's Drive where a 105ft tower would be erected. A local Architect then drew up a rough plan of what a suitable tower might look like. Mr Casey also advised that the bells could easily be switched off at night.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwYN9IgI0juW1-KjPtigUSTKdaWt92kRJbJtO1XKL2S0kllZtj2RaScosb-0aJYi_F2yuUMbzZgTMEUzGHJvHX8SOPbFrI4MkXdYFEBANy052nolgMdQ2Rm2FJ-Iq9Zh_9fdjgjxKGPQ4/s1600/Clockcloseupsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1349" data-original-width="850" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiwYN9IgI0juW1-KjPtigUSTKdaWt92kRJbJtO1XKL2S0kllZtj2RaScosb-0aJYi_F2yuUMbzZgTMEUzGHJvHX8SOPbFrI4MkXdYFEBANy052nolgMdQ2Rm2FJ-Iq9Zh_9fdjgjxKGPQ4/s400/Clockcloseupsmall.jpg" width="251" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The Invercargill Town Clock<br />
in Wachner Place Today<br />
[Source : www.waymarking.com]</td></tr>
</tbody></table>
<br />
But it would be 1989 before the clock and chimes were eventually reinstated. Wanting an inner city site and to partially recreate the sorely missed town square, Council would close off part of the western end of Esk street, a clock tower with linking arcades forming a backdrop (and wind break!) to the new square which would be known as "Wachner Place", so named after a former Mayor, Abraham Wachner. Unspecified parts from the former 1900 'Littlejohn' Bluff Post Office clock were also used for the restoration. I wonder what now remains of the latter clock which is reported to have had "<i>cathedral chimes</i>"?<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwcP11-UeEHIn3zjm23PQM0EGWAGbMDtdzNmxzvfDWPnMiJQ5QktfSVs7CrBf2KUlcVtTL0q_PJa8HFKPY_xFrWgJ0AajiEY3p-CzEJJknYwZeTlUe91Cn64-cHfLRkoa-Mk6GUvSihRw/s1600/Clockmechanismsmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="681" data-original-width="992" height="273" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwcP11-UeEHIn3zjm23PQM0EGWAGbMDtdzNmxzvfDWPnMiJQ5QktfSVs7CrBf2KUlcVtTL0q_PJa8HFKPY_xFrWgJ0AajiEY3p-CzEJJknYwZeTlUe91Cn64-cHfLRkoa-Mk6GUvSihRw/s400/Clockmechanismsmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The 1894 'Littlejohn' Clock Mechanism<br />
[Source : www.waymarking.com]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
The large mechanism of the Invercargill clock is visible at ground level and can be viewed working through glass panels with the bells in the tower above, together with a brass plaque with the history of the clock and the musical score for the Westminster chimes :<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8PjBPSBAZeobHwBIsNwQIuzU-rYb9lBxAzkaXOvwKgBBQXmyJ0GnIfULRaExV7IL6PVXJhCgrcSyJX71s_mn2kWw6wpyIwEqdIb4iRG2LhL9BC5oDX_Dtpw9YHrKAzmjBGineojnXl9o/s1600/Plaquesmall.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="666" data-original-width="850" height="312" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh8PjBPSBAZeobHwBIsNwQIuzU-rYb9lBxAzkaXOvwKgBBQXmyJ0GnIfULRaExV7IL6PVXJhCgrcSyJX71s_mn2kWw6wpyIwEqdIb4iRG2LhL9BC5oDX_Dtpw9YHrKAzmjBGineojnXl9o/s400/Plaquesmall.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">"Town Clock History"<br />
[Source : www.waymarking,com]</td></tr>
</tbody></table>
<div style="text-align: left;">
<br /></div>
"<i>Town Clock History - Originally installed in 1894 in the Old Post Office Tower in Dee Street, for the sum of £250, and the council were asked to supply the chimes for this clock. The Turret Clock was manufactured by W.J. Littejohn of Wellington and the bells cast by W. Cable of Wellington in 1893. The clock has a double three-legged escapement mechanism with a one-and-one-half second pendulum and a bob weight of 160lb. and is of the same design as 'Big Ben'. In 1943 the clock and tower were dismantled as it was considered to be an earthquake risk. The council was asked to accept the clock and chimes as the property of the citizens of Invercargill. The clock and chimes were restored by council staff in 1989 using the original clock and parts and bells from the town clock from Bluff</i>."<br />
<br />
This statement does infer that bells were also used from the Bluff Post Office clock but I am not aware that this was actually the case. If anyone knows anything more about this I would be pleased to hear from you and will update this blog accordingly.<br />
<br />
Correction of any unintentional errors or additional information welcome. My email link appears in the right-hand menu bar.<br />
<br />
<br />
<b>Sources :</b><br />
<br />
- Papers Past [National Library of New Zealand / Te Puna Mātauranga o Aotearoa]<br />
- "Centenary of Invercargill Municipality 1871 - 1971" by J.O.P. Watt, 1971 (from my own collection)<br />
- McNab Collection, Dunedin Public Library<br />
- Dunedin City Council Archives<br />
- "The Southland Times"<br />
- "New Zealand's Lost Heritage" by Richard Wolfe, 2013<br />
- Waymarking.com<br />
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Don001http://www.blogger.com/profile/01616610232620567907noreply@blogger.com0tag:blogger.com,1999:blog-5496315488262026526.post-53050871723347493692017-06-25T16:51:00.000+12:002017-07-02T16:47:32.010+12:00The Story of the Invercargill Town Clock 1860 - 1989 (Part Three of Four) <br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7SMYYqG7ISPogWzS9jIzzfCW2ZYrymJcywJz35JYpbrjGD3L3C0jy3Iv98zXx0D7z7uoU31yLzXbXYWrrYB13ZGYW-sTXfu_9tw346xsnYpjcm-DjUXT8-esKLfbUXpU9FIQhAa3ohr8/s1600/invercargillsmall.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="479" data-original-width="741" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7SMYYqG7ISPogWzS9jIzzfCW2ZYrymJcywJz35JYpbrjGD3L3C0jy3Iv98zXx0D7z7uoU31yLzXbXYWrrYB13ZGYW-sTXfu_9tw346xsnYpjcm-DjUXT8-esKLfbUXpU9FIQhAa3ohr8/s400/invercargillsmall.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The Invercargill Post Office and Town Clock.<br />
Taken prior to 1908<br />
[Source : www.philatelicdatabase.com/]</td></tr>
</tbody></table>
<br />
<div style="text-align: center;">
<span style="text-align: start;"><b>Proving Its Usefulness</b></span></div>
<div style="text-align: center;">
<span style="text-align: start;"><b>1900 - 1943</b></span></div>
<br />
This continues the story of Invercargill's 1893 'Littlejohn' Town Clock and chimes. You can read from the first part <b><a href="http://the-lothians.blogspot.com/2017/06/the-story-of-invercargill-town-clock_11.html" target="_blank">HERE</a></b>. This third part details the lengthy campaign to have the clock tower raised and the reason for the eventual dismantling and storage of the clock.<br />
<br />
In July 1900 comes a surprising report. The Mayor, Mr J.S. Goldie, is reported as having received a telegram from Mr J.A. Hanan, Invercargill Member of the House of Representatives, confirming that he had "<i>interviewed the Minister </i>[of Works] <i>re raising the Post Office tower, so that the clock may be seen and the chimes heard all over the town. The Government are prepared to bear the expense of raising the tower, if the Borough Council or the public will bear the cost of raising the clock</i>." The Council duly agreed to bear their share of the expense.<br />
<br />
But raising the tower would apparently not be as easy as first anticipated. In August 1900 the Minister of Public Works writes that he had been advised; "<i>that the brick work is as high as it is safe to take it as the walls and foundations were not designed for a greater weight than has been put on them. The tower could, however, be carried up in timber and brick nogging (not solid brick work), cement plastered on exterior, for some 15ft or so additional, but the clock would require to have seven feet dials to be seen effectively</i>."<br />
<br />
The Mayor then advised Council that "<i>Mr Sharp</i>" had informed him "<i>that the building was quite strong enough up to the walls of the tower, above which they were somewhat weak; but still he thought they were quite strong enough to admit of the tower being carried 15ft higher.</i>" The matter was referred to the Finance Committee who duly recommended "<i>That the Government be informed that the clock tower can be safely raised 15ft without any public risk</i>."<br />
<br />
Mr Hanan advised Council in early September 1900 that he had interviewed the Minister of Works who had handed him a copy of the report on the matter by the Government Architect, Mr Campbell. The latter did not believe there was much advantage in raising the tower but that the chimes might be placed above the clock chamber. This would be at a cost of about £300 "<i>Councillor Stead thought the public would not be satisfied with simply raising the bells, they wanted the clock raised.</i>"<br />
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In November 1900 Council were advised that the Government would however vote £250 towards raising the tower, again subject to the Council bearing the cost of moving the bells. The Mayor noted that original plans had provided for a tower 25 feet higher but had, it was believed, been reduced due to consideration of cost. The Council would ask the Government for plans of the proposed alterations. In July it was advised that the plans submitted had not been approved by the [Works?] Department and that new plans would have to be prepared. This would, however, lead to a further delay but there the matter appears to have rested as there is no further mention of it.<br />
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Just after midday on the 23rd January 1901, the clock, along with church bells, began tolling upon the sad news being received that Her Majesty, Queen Victoria, had died.<br />
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In response to an offer by Mr Nicol in March 1901 to install more efficient lighting of the town clock dials at a cost of £42 per annum for five years, a correspondent notes that "<i>the tradesman</i>" already receives £40 a year, that "<i>the illumination is quite good enough for all the distance that the time can be made out on the dials</i>" but notes ruefully that for the price paid there might be an improvement in the running of the striking mechanism; "<i>Every few days or week we have erratic chiming, or, as to-night, none at all; the hour struck mixed up with the chimes or at 15 minutes past the hour... the Council should call upon their servant for an explanation</i>." In actual fact, Messrs Nicol Bros. appear to have charged £25 p.a. for maintaining the clock.<br />
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But the clock itself appears to have proven itself an accurate timekeeper. In April 1906 "The Southern Cross" marked the twelve year anniversary of the clock, noting that; "<i>Many doubted its ability to keep the correct time, but it has now lived to prove its usefulness, and if it performs its duty as well during the next 12 years, it will have served the residents well</i>."<br />
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In June 1909 the District Traffic Manager of Railways advised Council that "<i>The Department had been in the habit of coveniencing the public by delaying departing trains when the Town Clock was slow, but the discrepancy on the 8th inst. had amounted to eight minutes, and it was out of the question to delay trains that length of time</i>." The mayor advised that he had discussed the matter with "<i>Mr J.T. Peter's</i>" who had kept a man in the tower "<i>to watch the machinery for the purpose of finding out what the trouble was</i>." and to "<i>rectify any fault that appeared</i>." He believed that "<i>the clock had been knocked about</i>" and that unknown persons had removed shot from the compensating balance. It was believed that members of the public were accessing the tower and that a glass casing should also be placed over the main parts of the clock.<br />
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In April 1912 a similar problem of irregular timekeeping was noted with the tramways after complaints had been received about the irregular running of the trams which had timed their departure to the Town Clock. But, as the Inspector noted, no trams had left <i>before</i> the advertised time.<br />
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In August 1912, and despite Cabinet having voted the sum of £400 the previous July, the Minister of Public Works advised; "<i>that if the chimes are raised as proposed there will be no occasion to elevate the clock itself, and in view of the considerable additional expense which would be involved, it has been decided, after consideration, not to interfere with the position of the clock or dials</i>."<br />
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By September 1913 continuing problems with the chimes and of timekeeping caused the Town Council to notify the contractor "<i>that unless the clock is attended to more satisfactorily than it has been for some time the contract will be cancelled and the deposit forfeited</i>." Mr J.T. Peters had been awarded a new three year contract in March 1912 for his tender price of £25 p.a. but as he was now out of town he had sublet the contract to Mr J.S. Roby. The latter was to be notified that the Council intended terminating his contract.<br />
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This appears to have spurred Mr Roby into action, replying that he had taken over the clock which he had now "<i>overhauled and put in good order and repair and had it going within ten seconds of time over a period of a week.</i>" As Peters advised in Novermber 1913 that he had sold his jewellery business the afore-mentioned Mr Roby was then given the job of maintaining the clock.<br />
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In June 1914 the Mayor, Mr D. McFarlane, advised Council that he had written to the Minister of Public Works drawing his attention yet again to the raising of the Post Office Clock tower which, due to building work all around, could not now even be seen beyond the other side of the street; "<i>An objection was formally raised to the proposal on account of the difficulties which would have to be overcome in raising the tower, but Mr McFarlane has stated that it has since been found that the difficulties can be easily overcome</i>."<br />
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In July 1914 the Town Council received word that Government had finally approved the raising of the tower by twenty feet and that the matter was now in the hands of the Public Works Department. But with the First World War soon taking precedence the work did not proceed and the necessary funds appear to have subsequently been removed from the Government vote. The last mention of this matter in Council appears to be July 1919.<br />
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In July 1919 Council were advised that "<i>the Post Office clock was being interfered with and damaged by small boys who were in the habit of climbing up to the works</i>." A small bomb or cracker was found lying on the floor of the clock room and one of the wire cables that carry the striking weights (which weighed over three cwt.) had been partly cut through. This matter was referred to the "<i>Government authorities</i>" for action. Security in the clock tower does appear to have always been somewhat lax.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLsVSbu5CDKyg-xKoBNU3iLJmIaKxwW2X7xi0-HMoYkrUyuXICLvBsU0PjzZmD2V5o1A4lx81HhGBHq5NesjxggZKGuwMJZ44jDTWASoqTcqdGkMhEDYbTM3TLRdAR2oP5w8KzsR5ymbU/s1600/Jan1941small.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="439" data-original-width="618" height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgLsVSbu5CDKyg-xKoBNU3iLJmIaKxwW2X7xi0-HMoYkrUyuXICLvBsU0PjzZmD2V5o1A4lx81HhGBHq5NesjxggZKGuwMJZ44jDTWASoqTcqdGkMhEDYbTM3TLRdAR2oP5w8KzsR5ymbU/s400/Jan1941small.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 12.8px;">The Foundations Under Construction for the New Post Office.<br />
Foundation Stone laid 2 Aug 1938<br />
[Source : "The Southland Times"]</td></tr>
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But the clock and chimes would continue to mark the time and chime the quarters, at least to those within sight or earshot of the Post Office Square, up until the late 1930's. With the need for a new enlarged Post Office, and "<i>to the dismay and indignation of the people of Invercargill</i>", the Government authorities of the day decreed that the Square facing the old Post Office would be utilized for this purpose, thus now depriving the City of a useful public space. But even as early as 1893 the Government had made it <i>very</i> clear that any use of the space was conditional until they required it for their own purposes. The foundation stone would be laid on the 2nd August 1938.<br />
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The city council were however advised on the 17th December 1940 that the Government had no objection to the old clock remaining in situ behind the new building, While the clock would largely be obscured from Dee street the chimes would at least still be heard. The new three story Invercargill Chief Post Office building (which I worked in for 18 years), to the design of Government Architect Mr J.T. Mair, would be officially opened by the Hon. Patrick Webb, Postmaster-General, on the 28th July 1941.<br />
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But the death knell for the old clock and chimes came as early as 1943 after the Government had decreed that all towers on Government buildings must come down "<i>because of previous experience with earthquakes</i>", a reasoning that was actually quite valid. The Council were then asked to accept the clock and chimes "<i>as the property of the citizens</i>." The clock would now be placed in storage in their old water tower.<br />
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Click <b><a href="http://the-lothians.blogspot.com/2017/07/the-story-of-invercargill-town-clock.html" target="_blank">HERE</a></b> to read the fourth and final part of this Blog.<br />
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Correction of any unintentional errors or additional information welcome. My email link appears in the right-hand menu bar.<br />
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<b>Sources :</b><br />
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- Papers Past [National Library of New Zealand / Te Puna Mātauranga o Aotearoa]<br />
- "Centenary of Invercargill Municipality 1871 - 1971" by J.O.P. Watt, 1971 (from my own collection)<br />
- McNab Collection, Dunedin Public Library<br />
- Dunedin City Council Archives<br />
- "The Southland Times"<br />
- "New Zealand's Lost Heritage" by Richard Wolfe, 2013<br />
- Waymarking.com<br />
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