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The early railway and main roads around Dunsandel
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TitleThe early railway and main roads around Dunsandel 
DescriptionThe railway dominated Dunsandel from 1873 and anyone trying to cross SH1 at Dunsandel, will know that SH1 dominates now-days.
Of north-south traffic along the Great (Old) South Road, in April 1858, William Baines had a contract to carry fortnightly mail, to Timaru, and by November was conveying passengers in a cart as far as Rakaia.
In 1863, Cobb and Co took over, with coaches to Dunedin. With the railway reaching Selwyn Town in 1867, maybe north-south traffic on the Great South Road relocated.
The railway had the choice of crossing the Rakaia at the gorge with a narrow bridge but a greater length of line on higher ground, or crossing a very wide braided river lower down with less rail length and elevation.
Both the southern and northern lines were passed for construction in 1864 but the southern line began because reservation from sale of the 3 chain (60.4m) width of reserved land needed for the railway, had been made by at least 1862 in the south, but not in the north.
However, a contract clause suspending the works was invoked after the railway reached Selwyn Town in 1867 and planning was not resumed until 1871.
The NZ Government took control of the railways in 1870 but an agreement allowed the Canterbury Provincial Government to continue construction through to 1876, and be reimbursed for costs extending the line from Selwyn Town to Rakaia.
However, the death of James Palmer in an accident at a Yankee crossing near Dunsandel in 1873 meant that the NZ Government intervened to tighten safety standards.
Money, particularly loans, was always the limiting factor and while the Christchurch to Selwyn Town was constructed in a recession, the extension to Rakaia occurred in a boom when war in Europe caused money to flow to the colonies.
When the boundary of the Ellesmere and Rakaia Road Boards was shifted from the Great South Road to the railway line, both Boards had to share the cost of road construction, especially SH1 on the west side.
By January 1872, the Ellesmere Road Board reported that it had been able to form a road about four miles on Railway Reserve between Selwyn and Rakaia. “Passing alongside the continuation of the railway line I found that everything is in readiness (by September 1872) for rails and sleepers between Selwyn station and the Rakaia”.
By January 1873, at Dunsandel, “The station buildings, part of which have been removed from the Selwyn, are in a forward state”. “The men are now busy laying sidings and points. The platform and one large grain store are already erected, whilst the booking office, gate-keeper’s house, and other station buildings are in a very forward state” and tenders had been invited for building a 80’x40’goods-shed.
On the 18th February 1873 the General Manager reported that the Dunsandel station was open for “passenger and goods traffic” and remained a terminus until after the 29 May 1873 when the Rakaia Bridge opened. By mid-June 1873, a lady’s waiting-room had been provided, but the station master’s house and stock-yards had to wait.
The purchase of an unused engine from Melbourne determined that the Victorian 5’3” gauge was laid as far as Rakaia Township.
The 1870 decision of a NZ wide 3’6” gauge meant that conversion to the narrow gauge began in Rakaia and arrived in Dunsandel on 2nd September 1874. Thus for a time James Grant, stationmaster, had to transfer goods from one train to another.
Mackie’s (1979) book continues the story.
Pierre (1964) “Canterbury Provincial Railways” and PapersPast.
Mike Noonan
Dunsandel Historic Society
Date12 May 2022SourceThe Ellesmere EchoLocationDunsandel
DescriptionThe railway dominated Dunsandel from 1873 and anyone trying to cross SH1 at Dunsandel, will know that SH1 dominates now-days. Of north-south traffic along the Great (Old) South Road, in April 1858, William Baines had a contract to carry fortnightly mail, to Timaru, and by November was conveying passengers in a cart as far as Rakaia.
In 1863, Cobb and Co took over, with coaches to Dunedin. With the railway reaching Selwyn Town in 1867, maybe north-south traffic on the Great South Road relocated.
The railway had the choice of crossing the Rakaia at the gorge with a narrow bridge but a greater length of line on higher ground, or crossing a very wide braided river lower down with less rail length and elevation.
Both the southern and northern lines were passed for construction in 1864 but the southern line began because reservation from sale of the 3 chain (60.4m) width of reserved land needed for the railway, had been made by at least 1862 in the south, but not in the north.
However, a contract clause suspending the works was invoked after the railway reached Selwyn Town in 1867 and planning was not resumed until 1871.
The NZ Government took control of the railways in 1870 but an agreement allowed the Canterbury Provincial Government to continue construction through to 1876, and be reimbursed for costs extending the line from Selwyn Town to Rakaia.
However, the death of James Palmer in an accident at a Yankee crossing near Dunsandel in 1873 meant that the NZ Government intervened to tighten safety standards.
Money, particularly loans, was always the limiting factor and while the Christchurch to Selwyn Town was constructed in a recession, the extension to Rakaia occurred in a boom when war in Europe caused money to flow to the colonies.
When the boundary of the Ellesmere and Rakaia Road Boards was shifted from the Great South Road to the railway line, both Boards had to share the cost of road construction, especially SH1 on the west side.
By January 1872, the Ellesmere Road Board reported that it had been able to form a road about four miles on Railway Reserve between Selwyn and Rakaia. “Passing alongside the continuation of the railway line I found that everything is in readiness (by September 1872) for rails and sleepers between Selwyn station and the Rakaia”.
By January 1873, at Dunsandel, “The station buildings, part of which have been removed from the Selwyn, are in a forward state”. “The men are now busy laying sidings and points. The platform and one large grain store are already erected, whilst the booking office, gate-keeper’s house, and other station buildings are in a very forward state” and tenders had been invited for building a 80’x40’goods-shed.
On the 18th February 1873 the General Manager reported that the Dunsandel station was open for “passenger and goods traffic” and remained a terminus until after the 29 May 1873 when the Rakaia Bridge opened. By mid-June 1873, a lady’s waiting-room had been provided, but the station master’s house and stock-yards had to wait.
The purchase of an unused engine from Melbourne determined that the Victorian 5’3” gauge was laid as far as Rakaia Township.
The 1870 decision of a NZ wide 3’6” gauge meant that conversion to the narrow gauge began in Rakaia and arrived in Dunsandel on 2nd September 1874. Thus for a time James Grant, stationmaster, had to transfer goods from one train to another.
Mackie’s (1979) book continues the story.
Pierre (1964) “Canterbury Provincial Railways” and PapersPast.
Mike Noonan
Dunsandel Historic Society
Date12 May 2022SourceThe Ellesmere EchoLocationDunsandelConnections
CollectionHistory of DunsandelOrganisationDunsandel Historic Society
OrganisationDunsandel Historic SocietyAttribution
Researched ByMike NoonanWritten ByMike Noonan
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The early railway and main roads around Dunsandel (12 May 2022). Selwyn Stories, accessed 07/04/2026, https://selwynstories.selwynlibraries.co.nz/nodes/view/5230
