Reclamation of Wellington Harbour

by Charles Heaphy. A plan for the New Zealand Company's new settlement of Britannia at Pito-one (Petone) had been prepared in England by Samuel Cobham. The key elements of his city were a large amount of flat land on the shores of a harbour, traversable by a navigable river. When surveyors arrived in 1840 on the Cuba led by Captain William Mein Smith, it was determined that the Hutt River was not navigable and, due to its tendency to flood, was not appropriate to support a major city. For these reasons the new settlement was relocated to the southern shores of Port Nicholson and renamed Wellington. Edward Gibbon Wakefield of the New Zealand Company had devised a system of "packages" of land for colonists of one town acre each. Cobham's Britannia consisted of 1100 town sections, which William Mein Smith struggled to fit into the new location. These sections were squeezed into the available space by sacrificing many of the planned amenities such as parks, reserves, ports, libraries and many other public areas identified in the original plan. For this reason, from Wellington's outset, there was a need for extra land. ==19th century reclamations==

Early reclamations While large scale reclamation began in the 1850s, the earliest reclamations in Wellington were conducted by private citizens. A popular story of the first reclamation conducted in Wellington was that done by George Bennet. Bennet had arrived in 1848 on the Berenicia and purchased a hilly section at Windy, or Clay Point (what is now the corner of Lambton Quay and Willis Street). At that time, Windy Point was a precipice with a narrow and often impassible path connecting Willis Street to Beach Road (now Lambton Quay). Bennet commenced, to the amusement of neighbours, with pick-axe, shovel and barrow to move earth from the Point, tossing the spoil onto the path and into the harbour, thus widening the track and performing Wellington's first reclamation. A programme of systematic reclamation began in 1852, overseen by the provincial government. Charles Carter completed a 360' x 100' extension below Willis Street at a cost of £1,036. In 1855, the magnitude 8.2 Wairarapa earthquake uplifted the northwestern side of Wellington bay (in some places up to 1.5 metres). This created a tidal swamp, and rendered many of the existing jetties in the harbour unusable. Most of this land was subsequently reclaimed, providing an excellent new rail and road route to the north. Another result of the newly raised land in Wellington was that the shipping basin planned for the city was abandoned and the land then used for a cricket ground, the Basin Reserve. Establishment of the Wellington Harbour Board The Wellington City Council was inaugurated in 1870, and by the end of the 1870s some of land had been reclaimed using spoil from the hills behind Lambton Quay and from Wadestown Hill. In 1880, the Wellington Harbour Board was established to manage and develop the harbour and its facilities. From then on reclamation work was divided between the Harbour Board, the Government and the City Council. Among major developments from 1880 to the turn of the century was reclamation north of Pipitea Point for railways land and south of Queens Wharf to Te Aro by the City Council. This removed the last vestiges of private ownership of the foreshore, putting the waterfront under the control of the Harbour Board. By the end of the 19th century, the original 1840 shoreline was unrecognisable. ==20th century reclamations==

circa. 1925. From 1900 to 1930 further reclamations were made for railways and Harbour Board purposes. Additional wharves and the seawall at Oriental Bay were built, and the boat harbour at Clyde Quay was constructed. Thorndon reclamations An 1875-78 Thorndon Reclamation provided space for streets and government offices. Another started in January 1924, to provide space for a new railway goods yard, a wider railway approach to the new station, a new road, more shipping berths and a floating dock. A concrete sea-wall was built to enclose the area, above low water, and with foundations to below low water, with a base width of to . The dredger Whakarire and drag-suction dredge Kaione filled the area with sand, shells and gravel, before a top layer of clay, broken bricks and concrete was added, starting from the north. The area for the floating dock was dredged to below low water, some of it blasted out. The last part of the reclamation was the Aotea Quay Breastwork, completed in February 1940. 1960s and container shipping . The final phase of reclamation took place in the 1960s and 1970s. A government report in 1967 recommended the adoption of containerisation and that Wellington should be one of the two New Zealand container ports. With containerisation came new roll-on/roll-off cargo handling methods that require more land adjacent to ships' berths. This resulted in the start of an extension to the Aotea Quay reclamation. Reclamation was carried out on both sides of Queens Wharf and the Wellington Harbour Board Container Terminal was created by a large reclamation at Thorndon. The first container ship berthed on 19 June 1971. Evans Bay Land along the western side of Evans Bay, a large bay in Wellington Harbour, was reclaimed from the early 1900s to create what is now Evans Bay Parade, and in 1906 spoil from the lowering of Constable Street and construction of the Hataitai tram tunnel was used to reclaim land from shallow mudflats at the head of Evans Bay. Further reclamation until the 1920s created Kilbirnie Park. Land was also reclaimed at Greta Point. Cobham Drive was built on the newly reclaimed land. == Port reforms ==

to mark Wellington's original shoreline. The Wellington Harbour Board was disestablished after the passing of the Port Companies Act 1988 and the Local Government Act 1989, as part of the 1989 local government reforms. Operational port assets were transferred to a new company called Port of Wellington. Ownership of the Port of Wellington company was vested in Greater Wellington Regional Council, and Horizons Regional Council. When the port company was formed, it owned approximately of Wellington waterfront property including wharves. The remainder of the Wellington waterfront area, from Shed 21 to Clyde Quay Wharf, including all the buildings, was transferred to Wellington City Council. Port of Wellington changed its name to Port Wellington in 1997 and then to CentrePort Wellington in May 1999, to emphasise the fact that the port is in the centre of New Zealand and able to serve a large geographical area. == Marking the original shoreline ==

In 1976, the Historic Places Trust placed 14 plaques along the original shoreline. These plaques run from Pipitea Point, along Lambton Quay, through Mercer Street, lower Cuba Street, Wakefield Street to Oriental Parade at the northern corner of Herd Street. ==Timeline of reclamations==

From the New Zealand Electronic Text Centre: ==See also==