Columns in the Wellington Independent frequently requested to take on contractors. The rent of the ‘Town Belt’ (an area of green pasture and forestry circling the town) for sheep grazing among countless other needed public necessities, such as forming and metalling of roads, all overseen by the Town Board. Those interested were to approach Edward to take the commission. As it happened he hired the first contractor to lay pavement in front of Lambton Quay Shops – although the contractors work did not last and another firm came in to redress the pavement. It was not till 1870 that Wellington tried a council elected by its authority. 16 42
Above: Intersection of Lambton Quay and Charlotte Street (later known as Molesworth Street), Wellington. Taken from the waterfront looking towards Tinakori Hill, photographed in 1866 by William Henry Whitmore Davis. At the extreme left is the house of `Squatter' Jones, with Government House immediately to the right. At the right, in the foreground are the house of Dr G Samuel Evans, on the corner of Charlotte Street, and Barrett's Hotel. Behind them are Parliament Buildings and St Mary's Cathedral. Also in the columns of the Wellington Independent were advertisements for another of Edward’s business’s, the Liverpool and London Globe Fire and Life Insurance Company. In December 1864, a notice in the N.Z. Spectator announced that the Liverpool & London Fire & Life Insurance Co. had amalgamated with the Globe Insurance Co. and that the new name would be the Liverpool & London & Globe Insurance Co., with Edward Pearce as agent. Meanwhile Levin & Co. was appointed agent for the Victoria Fire & Marine Insurance Company of Melbourne, Victoria. At one time in the 1860s Edward Pearce also oversaw the Agency for the Southern Insurance Co. of Melbourne, Australia, and in the 1880’s he represented the Thames & Mersey Marine Insurance Co. Ltd., later absorbed by the Liverpool & London & Globe. 18 43
Fire in Wellington had been of major concern, private and public premises, even Government buildings had been the victim of blazes. There was no official fire brigade of the town, but volunteer fire services were coordinated by the insurance companies. A plaque of the insurance company was installed on the front of premises to indicate which company had sole protection of the property owner. The Liverpool & London & Globe Company alone paid out £40 for assistance by helpers at the pumps who had operated in relays as pumpers became exhausted.19.In one instance, Edward was asked to act as chairman on behalf of the Wellington Volunteer Fire Brigade. There was dissent among the officials and members of the corps (regarding the leadership of Captain Moss). Edward objected to being in the chair as he was attending as an insurance agent, but after some discussion, he however consented. It was his pragmatic approach to any confusion and his good nature that appealed to the members of the fire committee. A new fire engine was imported from London by Edward acting as agent of the Liverpool and London and Globe Insurance Company in 1870, which was placed in charge of the Wellington Brigade and a new engine house was erected for it.20 In the year that Edward took over the firm, he was naturally drawn to others who shared his vocational interests. 44
An extract from an advertisement in the Evening Post 8th February 1935 17, 45
Port Nicholson had only just begun to be established as a port of significance in New Zealand. The Wellington community was primarily a mercantile one and as such the reputation of the Harbour was of extreme importance to the merchants. Operators of trade were still experiencing issues, such as unreliable sea communications between other Provinces and overseas countries and excessive Harbour Light fees for entering vessels. The private wharfing which had served so well was now becoming inadequate. Problems such as these could be resolved only by cooperation and collaboration. In an assembly of the Town’s merchants in June of 1856, five years before Edward’s arrival, somebody had suggested the formation of a Chamber of Commerce. It would be an association of businessmen who would come together to invest their concern in the welfare of commerce for Wellington and the greater Province. It was to be a think tank, not merely for self-interest but for economic progress of the whole settlement. Above: Abraham Hort, one of the founders of the Wellington Jewish community. Photo taken circa 1865. The proposal was taken up at once, and a provisional committee was set up to forward the project and to draw up a set of rules that could be placed before a further meeting, on July 1st, at the same place. On that day Abraham Hort, the founder of the Wellington Jewish community, presided over an enthusiastic group of business men who lost no time, on the motion of James Kelham and W. Waring Taylor, in deciding to form the Wellington Chamber of Commerce.’21 46
Mr James Kelham became the first president, and held the position for two years. In 1862, within a year of his arrival in the Colony, Edward joined the Chamber. The Wairarapa and the Manawatu were still largely undeveloped and Wellington was anticipating the prospect of an expanding economy based on potential farming production for export, with vast areas of land still awaiting development for this purpose. Thus, the Harbour of Wellington was to undergo considerable change. Edward had the pleasure of seeing in the first steamer into the Wellington docks in 1866, the year he had the honour of taking the seat as Chairman for the Chamber of Commerce. The Kaikoura – the pioneer vessel of the Panama Company’s fleet – after arriving in Sydney sailed for Wellington. Despite an exceedingly rough voyage, which swept away most of its boats and consigned the unfortunate sheep and live stock to “Davy Jones’ locker”, Wellington celebrated Kaikoura’s arrival with an inauguration which included dinner and a Ball. 22 New Zealand Shipping Company's Royal Mail steamer 'Kaikoura'. 1890 A broadside view of a three-masted steam and sailing ship in mid-ocean. 47
The Public wharf which had been opened in 1863 was extended to take bigger steamers coming via Panama. The Provincial Council had voted £14,000 to extend the wharf by 200 feet and add another cross head 300 feet long by 50 feet wide to be constructed of iron and iron screw poles. A team crane was erected on the other end of the wharf and rails and turntables laid down. A naval report stated that “When the wharfs are completed Wellington will possess a wharf which will be unsurpassed by any Colony for its convenience and it will command sufficient water to the entire largest ocean steamers to lie at its end”.23 The advent of The Steam Postal Service had made the erection of a Patent Slip in the harbour a necessity. A Patent Slip consisted of rail tracks leading from the ocean up onto dry land whereon vessels could be hauled out of the water for maintenance and painting. In 1863 the Steam Navigation Company built a slip in Evans Bay that accommodated the company’s vessels which was available for coasters to use. The practical use of the slip encouraged the Chamber of Commerce to propose to the Provincial Government that a slip be built to service the larger vessels coming in from overseas. In 1865 the Chamber of Commerce requested that the Provincial Government enter into a contract for the immediate erection of a Patent Slip to be completed by January 1867 capable of taking vessels of 2000 tons register. The Wellington Patent Slip was to be a major ship repairing centre. A suitable site in Evans Bay was purchased but after some miscommunication between the contractors and the Provincial Government, works for the slip were halted. It was the Chamber’s decision then to form a joint stock company to take over the project and Edward was to be appointed founding Director of the Wellington Patent Slip Company in 1871. An article on the following page from the Evening Post of 2nd May 1873 colourfully illustrates the inauguration of the newly built Patent Slip in Evans Bay; 24 48
INAUGURATION OF THE PATENT SLIP., Evening Post, Volume IX, Issue 68, 2 May 1873. National Library of New Zealand 49
Picture of Henrietta Diana taken by Elliot & Fry, London. A silver rose bowl in the possession of the Pearce family bears the following inscription: Presented to EDWARD PEARCE By his friends Messrs. Kinnard in recognition of his kind assistance in carrying out the Reorganisation of the Wellington Patent Slip. 50
It was not uncommon for Henrietta to be present at openings such as these, but her social commitments were outweighed by her home life; at this point she had nine children. George Francis was born in 1865, followed by John in 1866 and Frederick in 1867. Charles was born in 1869 and William Septimus in 1872. Henrietta would have a momentary break from being expectant, and then in 1875 would have her last child, Alexander. Whether she had help at home is unknown. This new Patent Slip was a success in terms of providing Wellington with a fantastic service for shipping companies. Furthermore, it was also seen as quite an impressive work of engineering. When the 800 ton ship Chile, loaded with 300 tons of ballast, was hauled up on the slip, it was considered “a matter for wonderment and admiration. 25 The barque Pleione in the Patent Slip, Wellington, 1888 51
Right page, top: Men working on the patent slip at Evans Bay, Wellington, circa 1920s. Photograph taken by Sydney Charles Smith. Bottom: View of the patent slip at Evans Bay, Wellington, looking north from the harbour, showing a wheelbarrow in the foreground. Photograph taken ca 1880 by an unknown photographer. 52
By 1875 ‘The Slip’ had serviced 31 vessels, with their hulls cleaned and painted in the hope of gaining a faster voyage home. Although this service was a great provision for Wellington Harbour it was a pyrrhic victory however for the Chamber of Commerce. The project ended up being an expensive one, with a cost of £36,000 to assemble with a large overdraft drawn to fund the plan. But Edward and the other Patent Slip directors were prepared to take a long-term view. 26 George Hunter eventually took over as chairman in 1878, but by this time the Patent Slip Co. had lost £685 despite a steady increase in business. On the other hand, the overdraft had been abridged to a less dire proportion. George Hunter was another prominent businessman and land owner. He was a shareholder in The New Zealand Times, had been a prominent councillor for 18 years (1857-75) and was on the Wellington City Council from 1870. Other endeavours and interests of the Chamber included advising the Government on financial laws, gold prospecting, fire brigades and everything to do with the port, including steam communication, lighthouses and customs tariffs. Nathaniel Levin, photographed between circa 1860-1880. 53
Towards the end of the 1860s Wellington experienced a financial boom and the merchants of the town were kept especially busy, so much so that there was a lack of attendees at meetings, causing the Chamber to become virtually redundant.27 Edward, along with Nathaniel Levin, George Hunter, and a few other devoted merchants were determined to keep the ember glowing. The running of the port, as they saw it, was a shambles and there were still important influences to make in the field of legislature. Portrait of William Hort Levin, taken in the 1870s by Alexander Bassano of London. Edward’s concerns in the affairs of the Chamber included urging the Government to subsidise steamers to carry the English mail to and from the colony and he also attested to excessive harbour dues for vessels entering port. It was stances such as these which made Edward a popular political candidate. 54
Lambton Quay, Wellington, looking south, with the Magistrates Court on the left. Photograph taken circa 1890s by the Tyree Studio. It is also important to mention that very early on after his arrival in Wellington Edward was listed as Magistrate and a Justice of the Peace for the colony of New Zealand in the Gazette in 1866. His contributions and involvement with civic duties would eventually lead Edward to become involved in the politics. 55
View from above Lambton Quay, Wellington, in 1869. Looks south east over Grey and Featherston Street and towards Queens Wharf. Gibson's ironmongers and the Prince of Wales Hotel are visible. Photograph taken by James Bragge and printed by H Masters in 1909. 56
Buildings on Lambton Quay, Wellington, circa 1860s, including one labelled 'Joseph Burne'. Queens Wharf is behind. Ships at Queens Wharf, Wellington, taken ca 1876 by an unidentified photographer. Includes the 'Te Anau' (left). 57
1865 proved to be an exciting year for Edward, as it was in this year that Wellington was granted the title of being the country’s Capital. It could be that Edward felt the potential and excitement of what Wellington could be in the future, and believed Wellington had a need for his input, based on what he knew about commerce. Some might say things may have annoyed him, like the lack of help from the Provincial Government to the mercantile community who were intent in seeing Wellington prosper. The pre-existing government (The General Government) was still restrained in its capacity; the Civil Service was minute and the Provincial System remained in existence, whereby every district was governed by its own administration. It was the conviction of the merchants that Wellington’s future lay in trade and shipping which led to extending Wellington’s financial reach northward through the Wairarapa and Manawatu. For this to become a reality an influence in politics was necessary. And so, on April 15th 1865, Edward announced his candidacy for the Wairarapa Provincial Seat in the House of Representatives. It was the opinion of some that Edward was driven by his own agenda as a wealthy merchant. Though this is obvious, he was also genuinely concerned for the region’s welfare as he himself had invested quite considerably in the Wairarapa. He had recently purchased 4000 acres for 5 shillings per acre of land on ‘Dry River’ (land south of Martinborough) - which in itself was hardly likely to impress the voters of Masterton and Greytown. 28 But, in his opening address to the public through the Wellington Independent, he explained his position; ‘While I hope always to act uninfluenced by personal considerations, I would add that my private interests are now so bound up with those of the Province that you have some guarantee that I have its prosperity at heart’. 29 Politics and Infrastructure 58
Oldest known photo of the Rimutaka Hill road, taken in 1875, showing bullock wagons. It had only been 25 years since the first Europeans, Robert Stokes and Charles Kettle (Surveyors for the New Zealand Company) originally mapped an access route to the Wairarapa. We who today have the fortune to drive over the Rimutaka incline, now a State Highway, can only imagine what the trail over the mountain range would have been like in 1865! The Rimutaka takes its name from having sat down (remutaka) to survey the prospect from its summit. A trail had already been established before Edward arrived at the colony; the pass over the twisting steep turns in horse drawn cart would have been an adventure in itself. The very first passing of the mountain range by horse-drawn cart (without incident) didn’t occur until the mid 1850’s. The steep and perilous journey meant it would take two days for merchants to get their produce to Wairarapa from the Hutt Bridge. 30 Right: Sheep grazing on a Wairarapa run 1840 - 1849. Photo by Smith, William Mein. 59
Edward’s candidacy to represent the Wairarapa on the provincial council was met with both excitement and wariness because he was not a resident of that Province. Hitherto, all over the Colony, it had been the practice for votes to be given only within the district where the election takes place, but for the first time, an innovation had been made, by appointing the public Market Place, at Messrs Bethune & Hunter’s, as a polling place for the electoral district of the Wairarapa. Edward appeared to be the favourite of the townspeople of Wellington, and indeed he led the polls through the entirety of the election, although after visiting Masterton, Carterton, Greytown and Featherston he soon found himself in competition with a Featherston gentleman and cricket enthusiast, Mr Henry Bunny. Mr Bunny was well known to the district which he had for a considerable time represented in the Provincial Council. While Edward was a well-known City Merchant, he had little previous political experience and only a few months before had entered the Provincial Council as a member for the City. Both candidates shared practically similar political views; intending to support the then current government (The Weld Ministry). Residency became the primary issue that separated opinion. 60
61
Left: Map of land titles in the South Wairarapa, 11th January, 1870. Above: Land titles in the Wairarapa and Manawatu. Freeholders of New Zealand—1882. One could assume it was a part of Edwards strategy as a merchant to acquire farming land. There appeared to be correlative and reciprocal relationship between Edward’s pursuits. Insurance companies, mortgage agencies and politics all played a part in advancing the position of Edwards firm Pearce & Co. Interestingly, land sold to Edward Pearce was run by the Cameron Family on the East Coast of the South Wairarapa. Edward Pearce as a partner in the merchant firm Levin and Co., purchased two blocks of land at Pahaoa Station which allowed the Camerons to establish their farming operation. 62
Wellington (known then as “The Town”) was clearly against Mr Bunny, and a polling place having been established there Edward secured a good many additional votes. Nevertheless, despite the predictions of the polls that Edward would be elected by a large majority, he was beaten by 21 votes by Mr Bunny. Bunny was to hold this seat till 1881. Despite not winning the election Edward’s abilities commanded other areas of Wellington’s aristocratic positions. In 1864 Edward had been appointed Justice of the Peace for the colony of New Zealand and later, in 1866, was appointed as a Magistrate. 31 The Town’s desire for augmentation accelerated the firms’ demand for growth. Wellington was fast becoming a city of importance, by now (1865) having become the capital of New Zealand, the seat of the General Government (and a provincial one), and the port of departure of the Panama Steamers all major contributions to its assets. From its geographical position, along with its magnificent harbour, it had become clear to its inhabitants that every possible resource should be sought to make it worthy of that high position to which Wellington had achieved. The introduction of gas to light its streets, its quays, and its buildings, is one of those aids to civilization and refinement which a capital City ought to possess. For that reason in August 1866 a public meeting was held for the purpose of deciding on what steps should be taken towards the formation of a Gas Company. Chairing the meeting was Edward Pearce, in company of his fellow business associates, W.B. Rhodes, George Hunter, W.M. Bannatyne, George Moore, George Hart, F.A. Krull, L. Levy, J. Dransfield, W. Lyon, J. Plimmer, J. Martin, G.H. Vennell, J. Nathan, E.W. Mills, M. Quin, W.M. Taylor, N. Levin, W. Turnbull, G. Crawford, E. Owen, A.P. Stuart, S. Sidney, J.M. Taylor, W. Bishop and D. Anderson. 32 Right: Corner of Tory and Lorne Streets and the surrounding area, Wellington. Taken by an unidentified photographer in 1922. Harold John Hall's grocery store at centre. The gas works can be seen at the left of the image. 63
The proposed site for the Gas Company was to be situated on two acres of land at Courtenay Place, and one and a half acres in Tory Street. Nearly 3.8 km of main pipes were been laid throughout the town. To the delight of the Harbour’s inhabitants the Quay was lit for the first time on the 22nd April, 1871. 33 C. Prendergast Knight, the Chairman of the Wellington Gas Company presented his compliments to Alexander (Campbell) Pearce, Edward’s youngest son, giving him a small booklet which commemorated service by members of the Pearce family as directors of the Gas Company since its establishment. On the following page is an extract. 64
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Farm land owned by Alexander Campbell Pearce in the Wairarapa. A. C. Pearce bought the land in the Featherston district of the Wairarapa in 1909, later selling off a parcel to his brother Arthur E Pearce (Tahora) for Arthur’s son to farm. The home in the upper left amongst the trees was that of Arthur E Pearce (Tahora). Sadly A. E. Pearce’s, son Nathaniel was killed in WW1. On the top far right is the home of Alexander C. Pearce (Otahuna). In the fore ground is the home and garden of Hugh C. Pearce (Maramau), first son of A. C. Pearce. Otahuna was farmed by Richard C. Pearce, second son of A. C. 67 Pearce.
68
JUSTICE Edward took his seat on the green leather benches of the Government side of the House of Representatives for the opening of the First Session of the 5th Parliament when it was opened by the Governor, First Marquess of Normanby, on 14th August 1871. It was the beginning of what was to be a turbulent decade in New Zealand politics, culminating in the at-times fiery debate over the abolition of the Provinces and the General Election of 1875, with Edward on the opposite side to Robert Stout, a strong anti-abolitionist and his fellow Wellington Provincial Councillor Henry Bunny, member for the Wellington County electorate. The election had been a boisterous one. Edward was to share a run for the seat alongside prominent businessman George Hunter, a fellow land owner, shareholder in The New Zealand Times, prominent councillor (for 18 years 1857-75) and Chamber of Commerce member. George and Edward had made a strong alliance for the 1871 ballot vote. Their opponents were lawyer, politician and naturalist Mr Travers, and a Mr. J.C. Richmond, who was a politician, engineer, and an early painter in watercolours of the New Zealand landscape. Both Travers and Richmond opposed the Vogel administration, and strongly attacked their policy of borrowing foreign money. The House 69
Prosperity was seen as coming as a result of Vogel’s policy of borrowing which began in 1870. Vogel who was the Finance Minister from 1870-76, had borrowed up to £6 million from the Rothschild's to boost the New Zealand economy and fund a comprehensive scheme of railways, roads, public works (known as the ‘Public Works Policy’) and immigration. As an ambitious young business man, Edward was determined to see trade in Wellington succeed and would support any schemes and plans which allow the port to expand operations. Vogel, then, would gain Edward’s strong support. Above: Edward Pearce would enter the House of Representatives in 1871. Left: Portrait of Henry Bunny. Left: Wellington Provincial Councillor Henry Bunny. 70
Hunter and Pearce, to the public’s eye, represented the wealthy business class of Wellington, with increase of wealth as the main object in view. From the opposite side Richmond and Travers would assume the people’s choice for the election. Richmond tried to paint Hunter and Pearce as land holding monopolists of the ‘worst order’. He promised if he was returned (to parliament) he would ‘break down the monopoly and provide free land for free men’. He also argued that Edward and Hunter were in denial that the Province of Wellington was on the verge of bankruptcy, and that their support of investing in public works such as railways was an absurd gamble. Edward replied that the Wellington province was not broke, and the decision to back Vogel’s loan expenditure and policy of increasing the population with immigrants offered a much-needed boost for the country. 34 The debate became a media battle, with paper columns from both sides firing accusations. (The following pages include such extracts including speeches from the debate.) The election meetings for the supporters, which were held at the Oddfellows’ Hall, were generally very orderly, except when Hunter and Pearce, or Richmond and Travers, had to talk. 71
Above: Parliament buildings, Wellington, ca 1880. Left: Shows a general view, ca 1870, of the Government Reserve (now Parliament grounds). Shows the first additions made to the Provincial Buildings. The original St Paul's Church built in 1844 is shown in the foreground. The immigration and public works policy, which bought the topic of land and how to sell and settle it with farmers, combined with the question of co-existing with the Maori, became the main points of debate. 72
Richmond came under scrutiny for his involvement with the Maori wars in his previous role as Native Minister, most particularly in the West Coast war, where the Maori under the leadership of Tito Kowaru, burst out upon a surprised colony. A few weeks after, his administrative skill had received further challenge following the escape of Te Kooti and his murderous band from the Chatham Islands. 35 Richmond argued that it was useless to talk of immigration until the land laws were recast to enable the people to settle on the land. His strategy could be achieved by deferred payment, by a low price such as the dollar and a half per acre in America, by a tax or by some other way, but some such means must be devised. “We dare not flood the country with immigrants.”36 He advised economic caution, and alleged that the country might “being given over to spendthrifts and gamblers” if Pearce and Hunter were to win. 73
“Mr. Pearce then came forward. First he wished them all to have faith in the resources of the country; he did not mean such faith as was attributed to our member’s last session - faith without works. They would have the works. They must banish from their minds the idea that the Government proposals had anything speculative or extravagant in them, as the Government was only proposing to do things for the country by means of guarantee what was done in other countries by means of private enterprise and private capital; and they would find that these propositions if fairly carried would confer as great and invaluable public benefits on this country as similar works had been found to confer on other countries. And if there was one district more than another where these works would be found of immense advantage it was the North Island. By these a spirit of enterprise and activity would be roused and the native difficulty would be dissipated, so that they would banish from their minds all thoughts that there was such a thing. The last session was the first in which such feeling was made a prominent feature. No doubt that was partly due to the fact that McLean was in charge of the Native Department and that the country felt that it was in safe hands, and chose to leave it so unquestioned. On financial matters, he (Edward) was very struck with the fact that the very important matter of the estimates was left until the fag end of the session. The practice seemed to be that the first two or three months of the session were entirely occupied by party squabbles and party debates. This arose in a great measure from the presence in the House of so many professional politicians. Although he (Edward) was far from underrating party debates, he thought they should not be allowed to monopolise so much of the time of the session as to cause the most important matters- the voting of money and appropriation - to be left to the very last moment; yet that had been the practice. In sending representatives they ought to send men who would narrowly watch the real business of the House, and take care that the estimates were brought forward in such time as to ensure that they would be properly discussed.” Left: Photograph of the Legislative Council Chamber interior, House of Representatives, Parliament Buildings, Wellington. circa 1920s. 74
‘Another cause for dissatisfaction, and that called for an alteration, was the fact that a great many useful returns regarding the resources of the revenue were hardly read by many honourable member’s, and very often not understood when read. They should send men to the House who understood figures, so that they might see that the money was properly spent. If he had the honour to be returned by the electors, he would make a special duty of looking into matters of finance, besides closely watching the interests of the city and province of Wellington in particular. There could be no doubt that if they and their representatives were unanimous in their wishes, and determined to have railways throughout the province- they would have them. He could not help looking forward to see Wellington continue to remain the seat of Government, but also become a great commercial centre and town; and he thought no more fitting thing could be done than for a commercial city like Wellington to send two merchants to represent them in Parliament. He hoped, in all the speeches he had made since the election commenced that he had never said one word, or done anything that would cause heart-burning and bitterness to anyone. 75
He had endeavoured to avoid doing so as much as possible but if unintentionally he had done so, he hoped he would be forgiven; for if not returned, he was anxious to return to private life with the feeling that he had given no offence to any man. If returned he should do his best to show that he was worthy of the confidence with which he had been entrusted. He was desirous of advocating those measures calculated to advance and improve the whole county; but above all things he desired to see that happiness, truth, and justice should be established amongst us. (Loud applause and hisses)’.37 It began to appear that during the debate Richmond’s schemes (or lack thereof) were deficient in the pioneering spirit of prosperity, with his plans on restricting provincial budgets and the cutting of administrative roles perceived as outdated. The Wellington Independent reported that “We never saw a spectacle so humiliating as Mr Richmond writhing under the inexorable logic of Mr. Pearce, and an audience watching with eager attention, the growing sense of discomfiture as it pictured itself on the ex-minster’s face.” 38 At the final debate in Parliament, the House show of hands appeared to be in favour of Richmond and Travers. The electors of the city, however, felt differently. Huge crowds assembled in town and some candidates were flour-bombed. Vans and other vehicles went backwards and forwards in search of voters. When the result of the poll was announced, vehicles crammed with excited people careered up and down the Beach (Lambton Quay) waving flags and tattered election posters in ‘a glorious scene of disarray’. The victors, Edward Pearce and George Hunter, went bowling along the Beach in a coach and six to ‘tumultuous hurrahing’. 39 Left: Crowd and mounted soldiers, outside Parliament Buildings, taken between 1873 and 1907 by an unidentified photographer. 76
Pearce and Hunter became notably two of the most painstaking and straightforward members of parliament, their astuteness often a nuisance to the other members of the House.40 Both were elected as auditors of the Wellington volunteer fire brigade, and were called upon to give advice to the Provincial Council in regards to running a successful Harbour Port in the 1870s. Despite the mutual support of the two men, they did find themselves at opposing ends over a Bill that would shape New Zealand’s future. Trade was generally on a sound and healthy basis but the country had been divided nearly in two over the question of whether to pass the Abolition Bill, whereby the Provincial was as locally-minded as any other province and the people well saw that separation of the two Islands meant a dwindling of Wellington’s position in the colony. Pearce was of the opinion that there should be but one Parliament, and one system of legislation for the whole country. Abolishing the provinces meant great unanimity for New Zealand, but it also gave the mercantile community the possibility of trading with other areas of New Zealand under a unified legislature. Andrew, Ballance, Bryce, Fox, Johnston and Pearce were Government supporters. Brandon, Bunny, Fitzherbert and Hunter were members of the Opposition, but in 1876 Bunny and Hunter joined the Ministerial supporters. Governor Sir George Grey, as leader of Opposition, praised provinces far as Auckland and Otago and said it would be a tragedy to abolish this in ‘one fell swoop’. He was supported by Dr. W Fitzherbert, a wealthy merchant with large pastoral interests, Henry Bunny and Robert Stout. Robert Stout, who was the Provincial Secretary of Otago and Auckland and a staunch provincialism supporter, said abolitionists would ‘make this colony become a nation of feudal lords and feudal slaves’. Stout claimed that ‘you will have only two classes coming to this House; first the wealthy capitalist, the monopolist class; and secondly those who go into politics as a last resort, not being able to succeed in anything else’. 41 77
And there certainly was an argument to this, as the abolitionists were indeed men of business, land owners and newspapers (particularly newspapers: well over half the candidates for 1875 election had at least one paper firmly behind them). On the other hand - while there were large landholders supporting the Government, many in Opposition controlled large estates and Governor Grey himself was by no means poor. Edward strongly attacked any idea of separation and accused Sir Governor Grey of trying to remove Wellington as the seat of Government in New Zealand. 42 Wellington, showing the Supreme Court (left), Government House (centre) and Government Buildings (right). Photograph taken circa 1880. 78
The argument became passionate at times, with Governor Grey accusing the abolitionists of trying to start an actual war with Auckland. Grey, though, was a contentious man when it came to fervour for the Province of Auckland. In 1865 he had once petitioned to the Queen of the Provincial Council of Auckland praying that the Auckland Province be constituted a separate Colony. The attempt was denied by the Home Government, and British Ministers were determined to leave the colonists to manage their own affairs. Governor Grey and the alliance with the Oppositionists was the very first sign of a ‘Liberal’ movement in New Zealand, though it was an alliance of men who could not agree on a policy to pursue. All-in- all, candidates of the House were classified as: Abolitionist, Provincialist, Memberalist, Oppositionist, Centralist, Anti-Centralist, Seperationist and just plain Doubtful. Other proposals included separating the two islands and divide New Zealand into two or four provinces with a federal government to have as little power as possible. 43 Left: Portrait of Sir George Edward Grey. Right: Julius Vogel, circa 1860s. 79
By the end of 1875 Hunter and Pearce were addressing large attended crowds to seal their vote for the 1875 ballot. This election was crucial for decision on abolition, and despite their differences over the subject Hunter and Pearce stood together to retain their seat in the House. By largely-attended crowds, Edward was received with cheers and applause for his support of the present Government. Since his election, he had stood strongly behind the Public Works policy, which had come under some scrutiny from the Opposition. It was also in 1975 that Alexander Campbell Pearce, Edward and Henrietta’s last child, was born on 24th March. Pearce and Hunter had won the election. Their opponent, Mr. Travers, though defeated, yet possessed a large amount of support which, with better organisation, might have been considerably increased. Messrs. Pearce and Hunter had much in their favour. Possessed of high private character, enjoying an excellent social position, and deservedly esteemed by a large circle of friends, they received a great amount of support on purely personal grounds. 44 Despite the scrupulous battle from the Opposition, and the changing stances of many politicians, Parliament, in 1875, passed the bill to abolish the Provinces in 1876. The result was that the colony was now a united one, with one common purse, and one common legislature. Edward, a staunch Vogel supporter, would come to defend him from strong criticism by members of Parliament over his decision to give up the Premiership in 1876 to take up the position of Agent General in London.45 With poor health and financial difficulties Vogel wished to use the office of Agent General as a support while he established himself in business. Despite his best efforts, Grey was unable to save the provinces. When the ministry led by Harry Atkinson lost a confidence vote on 13 October 1877, Grey formed a new ministry that combined conservatives and radicals. Lacking a safe majority, Grey asked the governor, Lord Normanby, to dissolve Parliament and call fresh elections. Normanby’s refusal to do so ensured there would be no last-minute reprieve for the provinces. Grey became Prime Minister, leading his “Liberal Party” to victory in 1877. 80
During all this time Edward Pearce, through his efforts in the House of Representatives, has the distinction of being the first ambassador for Sweden and Norway in New Zealand. A representative was needed for the increasing Scandinavian population in New Zealand. Officially elected into this role in 1875, Edward fostered a healthy rapport with the Norwegian and Swedish community. While undertaking the usual ambassadorial tasks, such as helping wayward Swedish sailors who had missed the boat make their way back home, he also sponsored the weekly social gatherings of the Scandinavian Society. His second eldest son Arthur became an acting ambassador when Edward left for England in 1900-1908 George Pearce, Edwards’s third eldest son, would eventually take over the position in later years. Portrait of Edward Pearce circa 1870’s 81
Portrait of William Thomas Locke Travers, circa 1879 Edward Pearce’s son George Francis Pearce, would eventually take the position of ambassador for Norway and Sweden. With other plans on his mind, and maybe out of indifference for the Grey administration Edward handed in his resignation in 1877. At his farewell from Parliament, Mr. Travers, Edward’s successor, although at times a political opponent spoke very kindly of Edward: “Mr Pearce was a cautious, straightforward, and able, though unobtrusive politician, and any constituency might well be proud to have him for its member (applause). If he (Mr. Travers) were elected, he would have to follow in the footsteps of a man who was held in high esteem, and whose abilities were fully recognised by the people, and therefore his position would be more embarrassing than if his predecessor had been a less than able man.” 46 82
On returning to his commercial roots, Edward he found himself once again surrounded by his eager associates of the Chamber of Commerce. The Chamber had resurrected itself, after a General Meeting in March 1875 with William Levin as chairman and George Hunter as deputy chairman (with Edward on the committee). After being in remission for about eight years the Chamber resumed its role in assisting the advancement of trade through the Wellington port. Adding vitality to a waning Chamber of Commerce, a young William Levin, (aka ‘Willie’), in 1875 found it moribund, but left it at the end of his presidency once more alive and thriving. Son of Nathaniel and Jessie (nee Hort) Levin, William was in fact a native of Wellington, having been born on 7th August, 1845. He was educated at Miss Toomaths School, and then went to England to finish his education. On his return as a young man he entered his father’s firm as a wool clerk. In 1868 the senior partner retired from the business, and William Hort, Jessie’s Father, entered the partnership, which included also C.J. Pharazyn and Walter Johnston. ‘It soon became evident to those in the warehouse that he was possessed of more than an average amount of mercantile capacity, and his mastery of the details of the business at such an early age was frequently the subject of favourable comment by those who knew him’. 47 When the partnership agreement expired in 1878 the other partners went their way, and William Hort became senior partner. Although they were business competitors, Edward and Willie would soon become good friends. Mercantile Manoeuvres 83
Infrastructure was undoubtedly very important for Wellington’s merchants to be able to accomplish trade. In 1873 the Provincial Council agreed to convey to the General Government nearly three acres of un-reclaimed lands for the purpose of erecting Government Buildings and for railway purposes at Pipitea. “During the same session, on the motion of Mr Edward Pearce, it was resolved that the Council recommend that the tract of land covered with 70 acres or thereabouts, be granted to the City of Wellington to be reclaimed from the sea. The resolution was approved by the Superintendent. This is the block known later as the Te Aro reclamations which now is the centre of the CBD of Wellington.” 48 Below: View of Te Aro, from the Terrace Gaol, Wellington, 1877. 84
Development began to progress quite quickly, by 1876 the Chamber of Commerce Committee were in the progress of obtaining the Wellington port a deep water wharf to accommodate the larger vessels entering the Harbour. Connecting the railway to the Wairarapa and the Manawatu was next on the agenda for the Chamber and particularly for Edward, who was anxious to see the line through to Masterton and eventually Hawkes Bay (by 1876 the railway out of Wellington had been opened only as far as Upper Hutt). W.T.L. Travers, a prominent business man and previous political opponent, was a significant player in forming the Wellington & Manawatu Railway Co. Ltd. Edward Pearce, through his efforts in politics, was elected a Railway Commissioner for Wellington Province during this time. 49 Although the men were politically opposed to each other, it was their belief that rail access to the Manawatu and Woodville would pay very well on account of the valuable timber in the district. Edward became a director, along with his contemporary Willie Levin, in a company called the ‘Emigrant and Colonist’s Aid Corporation Limited’ which was responsible for the Manchester Special Settlement, a considerable block of land in the Manawatu. In December 1871, Colonel The Hon. W. Fielding as the representative of the English Company, presided over by the Duke of Manchester, was sent to the Australian and New Zealand colonies; his object being to find a field for the commencement of colonising operations. Having decided upon a suitable site, arrangements were concluded with the Government of the Colony for the purchase of the freehold of a block of Land containing an area of 106,000 acres, known as “Manchester Special Settlement”. The settlement was intersected throughout by 80 miles of good Roads and the Railway lines to the ports of Foxton and Whanganui, thus facilitating the means for transit of produce, and creating a large demand for timber. The Corporation had already settled three towns; Fielding, Halcombe and Ashhurst. Right: Title page with wording as above, decorated with a tree fern and an axe leaning against a fallen log. Around the top and left are small vignettes, showing Distant view of Feilding. 85
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The Premier of New Zealand Richard John Seddon visited Feilding and the Feilding Show on 24th February, 1905. This prompted Mr C. Dugald Buckler, London manager of the Colonists’ Land and Loan Corporation, the founders of the Manchester Block, was prompted to an almost outspoken comment: “In the early days of our pioneering difficulties”, he said, “we were not favoured by visits, nor did we receive much encouragement from Prime Ministers or politicians of renown. We used to get more kicks than half-pence, and even our own settlers joined in abuse of our good intentions, but the men with whom I was associated in founding this settlement were not a class easily turned from their purpose. Such men as the late Duke of Manchester, the Earl of Denbigh and Mr Ashhurst and the present Sir James Fergusson and Sir Henry Kimber, whose forefathers had made English history, were not easily frightened, and with the valuable assistance and advice of Mr Edward Pearce and the late Mr William Levin we went steadily on with the work of settlement and development of the estate. Besides paying the New Zealand Government £90,000 for the land and over £27,000 in taxes, over £80,000 was spent in making the good roads and other things which you have now the free use and enjoyment of. Many other things I could tell you if I had time”. 50 87
Edward’s role as both the Railway Commissioner and a Director of a company with trading interests caught him in the media firing range. “Are all the Commissioners to be gratified for their valuable services by a piece of line being made at the public cost to their doors?” expressed one journalist. It is perhaps scarcely necessary to point out that settlers in all parts of the colony took an especial and not unnatural pride in their own particular district and in the progress it made. They were prone to attach a greater value to its existing resources and to take a more sanguine view of its future. Edward was to be no exception to that rule. The railway line through the gorge connecting Woodville to the Manawatu was finally finished in 1892. Mr Travers succeeded to Edward’s position in Parliament after his retirement from government in 1877. Travers, though, was killed in 1903 when he fell between the platform of the Hutt railway station and a departing train. 51 The Wellington and Manawatu Railway Company Station at Wellington, with staff posing alongside a train drawn by one of the company’s five original tank locomotives, built by Manning, Wardle and Company of Leeds. Photograph taken between 1885 and 1888 by Wrigglesworth & Binns of Wellington. 88
The management of Wellington Harbour in the days of the province was in the hands of the Provincial Government, by whom most of the early improvements were carried out. In 1871 the City Council bought certain wharves and bond stores from the Provincial Government and managed the harbour through a committee of its members. This arrangement was not at all satisfactory. 52 At the Chamber’s behest, Edward took part in a committee which proposed a Special Government Meeting, on the 10th May 1876, that Wellington acquire a “Harbour Board”. The group was very conscious of the fact that the port was the life line of the city and that every resource available should be secured for the waterfront’s development. In Edward’s speech, he acknowledged that the Chamber of Commerce had derived a very large income from the wharf and that income had been spent to a large extent in the formation of roads, and other civic worth. A Harbour Town 89
The proposed ‘Harbour Board’ would be able to acquire the whole of the reclaimed foreshore. The council would help the Board to recover the purchase by granting it rights to use material from part of the Town Belt or other land under its control for purpose of reclamation. The Vogel Government, aware of Wellington’s position in the colony, encouraged the future of a Harbour Town, and would help the proposed Harbour Board committee obtain borrowing powers. However, plans for this were put on hold as the Harbour Board Bill faced the scrutiny of a Legislative Council over how the committee would be constituted. By the end of 1876, before his retirement from the House of Representatives, Edward became the focus of speculation and rumour in the Evening Post because he was found to be making arrangements to leave New Zealand for Britain. Nathaniel, having recently finished his education at Christ’s college in Christchurch early, returned to England to finish off his schooling at Clifton College in Bristol. Henrietta and Edward would eventually leave in 1877 to join him there. Below: Photo from album presented to Edward Pearce from the Harbour Board. Alexander Turnbull Library 90
Tragedy Nathaniel Pearce was born on the 9 March 1860 at Bowden, Cheshire. He was Christened on the 4th April 1860 by the Rev. Wm. Pollock vicar of Bowdon. In January 1861 at nine months old, Nathaniel arrived in New Zealand with his Mother and Father on the Wild Duck. It is not known where Nathaniel started his education, however at the age of 14 Nathaniel went to Christ's College for two years, from 1874-1875. In 1876 Nathaniel then travelled to England to further his education, and was enrolled at Clifton College in 'Clifton', a suburb of Bristol.. Opposite is a letter Nathaniel wrote to his father on the 18th of October. Left: Photograph of Nathaniel, taken in Bristol while at Clifton College. Photo kindly supplied by J.C. Pearce 91