the material of which it had best be constructed; the probable cost; finance; probable income; the cheapest and most efficient system of management should the Council erect and retain the wharf as public property.” The Committee took evidence from seven or eight men connected with the local shipping trade, and then decided nothing, but presented the evidence, as it might “be useful when inquiry on the subject shall hereafter be resumed.” The answers to the set questions contain many points of interest. The first question read, “Can you state the average delay occasioned by high winds to vessels discharging by lighter? “One man replied, ” Two days in three weeks”; two replied, “One day out of six”; while another thought it would be two days out of six. Two who should have had the most practical knowledge, the Collector of Customs and the Harbourmaster, could not say. As to the average time taken to discharge a ship of 500 tons, the general opinion was that it would be one month, although here again the Harbourmaster kept on the careful side: “Depends on state of weather, nature of cargo, the discipline of vessel.” It was generally considered that a similar vessel would discharge at a wharf in a week. On the question of site, the general opinion favoured a spot between Clay Point and Kumutoto (Woodward Street). The cost of landing goods by lighter was stated to be about 3s. 6d. per ton, while the charges on the existing wharves amounted to 1s. per ton.

During the same session (1857) another Committee was appointed to inquire as to the advisability of constructing a wharf between Korokoro (Petone) and Lowry Bay. The Committee reported that there were two suitable sites, both near Point Howard. It was also suggested that a tramway to the Wairarapa could be formed by way of the coast. Nothing further was heard of either project.

The deep-water wharf was not mentioned again until 1861, when the site was decided. By this time the land had been reclaimed towards what is now Panama Street. A Provincial Act was passed that year authorizing the Superintendent to construct a deep-water wharf. Complaints were also made that year that Swinburne's Wharf, which was perhaps the most important wharf of the day, was in a bad state and should be repaired or removed.

Tenders were called for on the 21st October, 1861, for the construction of a wharf 35 ft. wide to extend 500 ft. from the sea-wall to a cross-head 50 ft. wide, making a total length of 550 ft. At 300 ft. from the sea-wall tees would extend on both sides, 35 ft. wide and 75 ft. long. Totara piles for the first 250 ft. were to be driven 9 ft. in the ground, for the remainder of the main pier and the inner tees to the depth of 10 ft., and for the cross-head to the depth of 11 ft. Piles were to be sheathed from 1 ft. 6 in. under the surface of the ground to 6 in. above high-water mark, the contractors to provide the timber and labour, the Government providing the necessary sheathing-material, copper, felt, and nails. The piles were to be not less than 12 in. square with all sap-wood removed up to and including the inner tees, while for the remainder and the cross-head 14 in. piles were required. The flooring was to be 6 in. by 3 in. heart of rimu, placed 1 in. apart. Full details of the specification may be found in the Provincial Gazette, 26th October, 1861. The depth of water at the end of the wharf was 18 ft., low water. Four tenders were received. That of McLaggan and Thompson (£15,420) was accepted. The other tenders were—Charles Mills, £15,500; Plimmer, Wallace, and Seager, £18,500; James Smith, £18,955. Extras amounted to £884 by the time the wharf

was completed. The first pile was to have been driven on the 18th April, 1862, but owing to a mishap with the pile-driver or the engine, and, after a wait of two hours in a cold south-easter, the ceremony was postponed, taking place on the 28th, when the Superintendent satisfactorily assisted in driving the pile.

The contractors claimed that work was commenced on the 1st April. The totara piles were ordered from the Wairarapa district, but owing to floods the roads and bridges to that district were damaged and heavy goods traffic prohibited, thereby causing delay while arrangements were being made to procure the timber elsewhere. The delay was a serious matter for the contractors, as it landed tham in penalties amounting to £800 for non-completion within the specified time—one year from time of signing the contract (4th December, 1861). In 1863 the contractors applied for a remission of the penalties, but the Petitions Committee decided against them. They petitioned again in 1865, when they were granted £65.

The first interprovincial steamer to berth at the wharf was the “Airedale” (286 tons), which berthed at the inner side of the first tee on the 11th March, 1863. The local steamers “Wonga Wonga” and “Storm-bird” had berthed previously. The contractor, John McLaggan, in his evidence on the petition, stated that he had allowed vessels to berth from Christmas, 1862. The first overseas vessel to be berthed was the barque “Queen of the Avon” (460 tons, Captain John Jones), on the 12th August. Wooden rails for a tramway were laid on the wharf in June : this had not been provided for in the contract. The wharf was not level with the Quay, but judging by the wording of the contract was 26 in. higher. No sheds or stores were erected on the wharf. Mr. W. Spinks was appointed wharfinger in June, 1863.

For some years the wharf was known as the “deep-water wharf,” or the “Government Wharf,” and probably the name “Queen's Wharf” grew from the bonded store, which had been always known as the “Queen's Bond” or “Queen's Warehouse.” This was a building erected in 1862–63, on a reclaimed site where Bannatyne and Co.'s offices stand. It was a building, 100 ft. by 46 ft., of three floors, costing £2,700. It was opened 1st May, 1863.

According to a return presented May, 1863, the equipment of the wharf at that time, and the cost, was—

Complaints were soon made about the berthing regulations. Vessels had to moor to buoys placed seaward, and at times might have 200 fathoms of cable out. These moorings naturally interfered with the moorings of other vessels. For a time ship-agents preferred to continue to use the lightering service, while other vessels still used the older wharves. The wharfage charged at this time was 2s. per ton, weight or measurement; horses, 5s. each; sheep, 4s. per score; goods for transhipment, 1s. per ton. No berthage charge was made until a specified time allowance, according to tonnage, had expired. A vessel of, say, 400 tons was allowed up to fifteen days for discharging cargo. There appears to have been no regulation in the matter of loading cargo.

The Clerk of Works from the 1st May to the 23rd December, 1862, was Mr. Henry Bragg; from that time to the completion of the contract Mr. W. H. Hales was in charge. Mr. Bragg was also in charge of the Queen's Bond contract.

In July, 1864, the Council decided to lengthen the southern end of the inner tee and the cross-head, and also to lengthen the main wharf and add another cross-head. The Wharf Committee recommended that the moorings and buoys should be placed not more than 10 to 15 fathoms from the bow of a vessel; that the wharf should be let by public auction; and also that the wharf should be lighted for the safety of passengers, and that the white light at the end of the wharf should be replaced by a red light (the standard for the same to be raised about 8 ft., as there had been complaints that the light had been obscured by the vessel that might be moored at the cross-head). Much technical detail is given in a report on the management of the wharf laid before the Council on the 21st January, 1864. In accordance with the decision to extend the wharf, John Morrison, agent for the Council in London, was requested to invite plans and specifications for the work. Two firms of engineers—Messrs. Kennard Bros., of Westminster, and Crumlin, Wales, and Messrs. Thomson and Browning, London—responded. The scheme of Messrs. Kennard was accepted, with a few alterations suggested by Mr. C. R. Carter, of this town, who was then in England, and who had been asked by the Council to assist in the wharf and patent-slip negotiations.

The contract with Messrs. Kennard, which was dated 25th January, 1865, provided that the wharf should be erected within two years, the contract price to be £31,813, including cost and carriage of plant and material, freight, labour, and all other expenses, but exclusive of Customs duties, the tools and plant required for the construction to be admitted free of duty. The structure was to consist of a framing of wrought-iron plate girders, property bolted together, and resting on twenty-five cast-iron cylinders of 4 ft. diameter each and ninety-five cast-iron screw piles of 1 ft. diameter; the piles and cylinders to be sunk at least 15 ft., and the cylinders to be filled with concrete composed of four parts clean gravel and sand to one part of fresh Roman cement. Two lines of railway and four turntables for the trucks were to be provided and fixed; a 5-ton steam-crane to be provided; also four mooring-screws, with buoys, and 40 ft. of chain to each to be provided and fixed. All of the timber required was to be provided by the Provincial Government to the exact dimensions required, ready for fixing. The timber required for scaffolding, &c., was to be provided by the contractors. The planking was to be 8 in. by 4 in. heart of totara, fixed with their edges ½ in. apart.

Messrs. Thomson and Browning did not make an estimate of the total cost, as they did not propose to erect the wharf. Mr. C. R. Carter, who

was associated with Mr. Morrison in considering the tenders, estimated that it would be about £40,000. Their estimate for material and freight was £20,600.

The extension of the pier was to consist of a jetty 160 ft. long and 35 ft. wide, and a cross-head of 300 ft. long and 50 ft. wide. There was a depth of 26 ft. at low water at end of cross-head.

Messrs. Kennard Bros., who had secured the contract to extend the wharf, sent a staff for the work under Mr. J. R. George, who later became manager of the Wellington Gas Company and the Wellington Patent Slip Company. There were fitters, riveters, divers, carpenters, and labourers. The first detachment arrived in Wellington on the 13th March, 1865, and next day two carpenters commenced work on the erection of a store on the reclaimed land. Arrangements were made for the material to be stored on reclaimed land in Customhouse Quay owned by A. P. Stuart and Co. A. P. Stuart and Co. built a store on the site during the following year, which is still standing, being occupied by the Colonial Carrying Company. The divers effected repairs to the existing wharf. The manager was fortunate enough to secure the contract to rebuild a bridge over the Kaiwarra Stream, thus giving work to some of his men while waiting until required at the wharf. Others worked temporarily at Mills's foundry or at lightering-work.

The first pile of the staging for the main wharf-extension was driven on the 25th October, and the first screw-pile was started on the 5th November. On the 18th December the contractors had secured the contract to extend the two tees of the existing wharf to the southward, the inner tee by 50 ft. and the outer by 100 ft. Work on these extensions (the contract price of which was £2,250) was commenced on the 4th January, 1866. The Provincial Council provided the timber, which had cost £1,550. The first pile of the inner tee was driven on the 6th January, and the work completed on the 14th March. The first pile of the outer tee was driven on the 23rd February, and the work completed on the 1st June. Many divers were engaged on these works; some of the names may be familiar to old water-siders—Goff, Kendall, Hepworth, Poulton, Burton, Hughes, Hawkins, and Lake. The last screw pile of the main extension was driven on the 20th October, 1866. The extensions to the tees were designed by Mr. J. T. Stewart, who had designed the main structure in 1861. New South Wales ironbark sheathed with 18 oz. Muntz metal was used for the piles, which were driven 14 ft. into the ground. Mr. McLeod, recently appointed, was Provincial Engineer of the period. Mr. W. H. Hales was Inspector of Works. The completed work was ready to be handed over to the Government on the 10th January, 1867.

In September one of the Panama steamers ran into the wharf, which was damaged to the extent of £5,000. It was decided to effect repairs in wood at a cost of £2,000, the charge against the company to be £1,000.

In 1868 the Wharf Committee reported that it was advisable that the wharf and warehouse be let; but, before doing so, recommended that the approaches to the wharf should be widened and altered so that carts could take goods direct to or from vessels, and that sheds should be erected for cargo that had to be transhipped. The Committee also recommended improved lighting. W. B. Rhodes was chairman of the Committee. An Act was passed that year empowering the Superintendent to lease the wharf for periods not exceeding three years. Power was given to the Superintndent on the 28th June, 1871, to cause a Bill to be introduced into the General Assembly to authorize him to transfer unsold sections of the reclaimed land