From Auckland to Tuakau

Franklin Times, Volume XXIX, Issue 51, 8 May 1940, Page 8 (Supplement)

From Auckland to Tuakau

(Continued from Page 5). Numerous Setbacks The railway from Auckland to Penrose and Onebunga was then divided into four sections which were contracted for by several firms. Numerous setbacks retarded the progress of (he works. Bad weather: landslides and seepages at the Parnell tunnel; the Mechanic’s Bay viaduct and other factors all combined tu slow down operations. There was, also, a protracted dispute which arose between the Provincial Council and (lie Railway Commissioners.

A Board of Enquiry was set up; it consisted of Colonel T. R. Mould (Officer-Commanding Royal Engineers!, William Weaver (Engineer-in-Gliief to the Board of Commissioners), and W. J. Dali on (a railway engineer recently arrived from England). The result was an Act of the General Assembly—the Railway Act, ISGG—which repealed the Railway Commissioners Act. 18G4, and placed the railway works under the direct control and supervision of the Provincial Government. This was what the Superintendent of the Province (Sir Frederick Whitaker) desired.

Meanwhile, work on the line to Onebunga was slowly progressing, hut great difficulty was experienced in constructing the line from Auckland to Newmarket. Supplies of railway material were inadequate for the expi uitious carrying-out of the works, the public had become indifferent (especially when it was seen that the Onebunga line was being given priority over the more important line to ‘ln Waikato) and the Auckland Provincial Council itself was divided on its railway policy. In 1870 the General Government began to take a more active interest in the railway.

Mr Thomas B. Gillies, Superintendent of Auckland Province, wrote under date 20/8/1870. to Hie lion, the From Drury to Tuakau Colonial Treasurer, as follows: “First, the railway from Auckland to Tuakau, with branch to Onebunga. An Act already exists-.for the construction of the line as far as Drury, and there arc already six or seven miles completed, with the exception of laying down the permanent way. At the last meeting of file Provincial Council a sum was voted for completion of the plans between Drury and Tuakau, and to enable me to enter into contracts for (lie construction of the whole fine by

means analogous lo those proposed by you. It was then intended only to complete from Newmarket (three miles from Auckland) to T.uakau, a distance (inclusive of the Onehunga branch) of about ,‘57 miles which, being easy country, could be well done for £3.500 per mile, using a 3ft. (Jin. gauge. ... I would propose that the line should be completed to Auckland, but regarding these three miles, involving some heavy works. I think it would be well lo take power to construct the whole (about 40 miles) at a cost not exceeding £4.000 per mile. The Hon. W. Gisborne (Colonial Secretary) advised the Provincial Superintendent on 10/11/70 that Mr Placket 1. Public Works Engineer, would shortly proceed to Auckland “with a view to the completion of the survey of a railway line from Auckland lo Tuakau, with branch to Onehunga. commencing from and terminating at a point to be determined by the Governor-in-Council, as authorised to be constructed by the Railways Act. 1870.” Line Examined on Foot

Messrs Blackett and Stewart examined the line on foot, from end to end and returned to Auckland- by coach from Mercer, which latter place they had reached by canoe from Tuakau. Mr Blackett advised the Colonial Secretary in February. 1871. that lie had fixed terminal points as follow: “Onehunga, at wharf at Geddes Point; southern end of railway, on - bank of river Waikato at Tuakau. about 11 miles below Point Russell: Auckland city, a piece of ground lying between the breakwater and the northern boundary line of Custom House Street, which boundary line will be the actual termination.” Following is an extract from a report on Public Works by the Acting Engineer-in-chief dated July 31, 1871: “A porlion of the line. Auckland to Drury, with a branch to Onehunga. had been laid off for a 4ft. Slin. gauge and the works had been partly executed by the Provincial Government of Auckland. It became necessary, however, under the provisions of ‘The Immigration and Public Works Act, 1870.' to modify the details of the line and t.o alter the intended gauge to bring it within the sum per mile fixed" as the maximum rate of construction, viz.. £4.000. This rale was arrived a: by a survey and estimate by James Stewart. G.E.. Auckland ” i A survey by 11. Wrigg, C.E.* was then authorised. Mr Wrigg reported on three routes, viz:—Drury to Tuakau, 151 miles, £02.000; Drury to Mercer, by Pokeno Hill. 171 miles. £87.500: Drury to

Mercer via Tuakau, 217 miles, £92,450. The Engineer-in-Chief recommended the adoption of the third route. Air John Carruthers, Engineer-in-Chief. advised the Minister of Public Works, on June 30. 1872. that the Auckland to Mercer railway, and Onehunga branch, on which “work was begun some years ago by the Provincial Government of Auckland. ’’ had been “abandoned after a good deal of work had been done. Pending the preparation of plans and sections of the whole line, work was begun in January, 1872, between Auckland and Newmarket, under a contract with John Brogden and Sons, and has been actively carried on.”

At this stage “only a small portion of the Onehunga branch has to he done, the greater part of Ihe -earthwork having been made by the Provincial Government: this awaits tfie completion of the work between Auckland and Newmarket.” The contract, entered into with Brogden and Sons was dated 10th August, . 1872. for a railway from Auckland to Mercer, 4G miles, the price being £1G6.724. Date of completion was stipulated as September :. 1875-

First North Island Line

The line from Auckland to Onelumga was completed late in 1873. and on December'24 (Christmas Eve) of that year' this branch, the first, public railway in the North Island, was officially opened. The first train left Fort Britomart station. Auckland fin the vicinity 1 of what is now Anzac Avenue), at 8 a.m. The official who issued the rail tickets on opening day was Mr William Baker who, when the main line was extended to Mercer, became stationmaster at Penrose where he remained for two years and then bought a farm at Tuakau. I Mercer Reached In presenting his Public Works Statement for 1874 the Minister the Hon. Edward Richardson) said — “The Auckland to Mercer line is progressing satisfactorily. The railway has been opened for some months between Auckland and Onehunga, and with a view to expediting the completion to Mercer the Government have offered Messrs Brogden a bonus of £SOO per month for each month it is completed previously to the contract date (September 1, 1875). It is hoped that three or four months may thus be gained and the colony obtain the use of .the line proportionately earlier " Under the stimulus of the bonus, the work'was greatly expedited and the Government took over the completed railway to Mercer (including the Tuakau section) on May 20, 1875.

The Bill of Costs

A return presented to Parliament in 1875 covering expenditure and liabilities for survey and construction of railways, railway bridges, plan and rolling stock to June -30, 1875, gives the following details of the Auckland to Mercer (including Onehunga branch) open railway of 45 miles 56 chains:—

The above figures do no! include disbursements of the Auckland Provincial Council. In 1872-73 £l7/3/- had been expended on the line from Mercer lo Newcastle (Ngaruawahia) : in 1873-4. £16,231: and in 1874-75, the expenditure was £101,492.

In referring to the opening of the railway lo Mercer, the Hon. E. Richardson. Minister of Public Works, informed Parliament that the line had cost £20.000 more than Ihe estimate. He attributed the excess 1o ‘‘the large cost of the station buildings (particularly those in .Auckland), an additional supply of rolling stock, and a bonus to the contractors (John Brogden and Sons) who have expedited the work on this line very much during

the past year and saved four months on the contract time.”

It was in 1870 that the Hon. (later Sir) Julius Vogel introduced the progressive railway policy which earned for him the title of “Father of New Zealand Railways,” and it was due to (he initiation of Vogel’s policy that railway construction in Auckland and elsewhere was considerably quickened from 1871 onward. Parliamentary papers from 1875 show that the following additional equipment had arrived for the AucklandWaikato. line: One 23-ton Fairlie locomotive: six 17-ton locomotives; 22 carriages. 5 brakes, 6 timber trucks, 10 cattle trucks. 62 goods wagons, 100 sets wagon-work, three turn-

tables, one 10-ton hand wharf crane, six 1-i-ton warehouse cranes, three 2-ton cranes with vertical boiler on trolly, two 5-ton break-down cranes. Suggestion to Lease the Line

In August, 1877, the Hon. J. D. Ormond. Minister of Public Works, stated that iiie Atkinson Government purposed “taking power during the . present session to lease the AucklandWaikalo railway with the view Of practically testing the advantages of ilie mode of management.” The proposal to lease the railway to a private syndicate was not, however, proceeded with. The Atkinson Government was defeated in Ocfober. .1877, and Sir George Grey became Premier. The Hon. James Macandrew was given the portfolio of Public Works in the Grey Ministry, and lie informed Parliament in August, 1878. that “we do not see our wav to taking any action in the matter” of leasing the Waikato railway. . . “The balance of consideration would seem to be much in favour of the State retaining the management of its railways in its own hands.” Traffic Returns The progress of Tuakau during the past 50 years is indicated by the railway returns for the financial years ended March 31, 1939 and 1889 respectively:—

Outward

Station Improvements

A marked improvement in connection with train running was effected on August 3, 1910, when Tuakau was brought into operation as a switch-out tablet station. In June, 1910, authority was obtained for the expenditure of £7,500 for the erection of a new station together with extensive yard re-arrange-ments at Tuakau. The new station was opened for the conduct of business on September 10, 1911.

Further progress was evidenced in December, 1927, when single line automatic signalling between Drury and Mercer became effective.

The final stage of railway duplication of the Auckland-Frankton line (85 miles) is now . being completed between Paerata and Ohinewai (32 miles) in which area Tuakau is inincluded.

Expended 1870-1871 920 1871-1872 19.452 1872-1873 102,930 1873-1874 130,148 1874-1875 100,777 Liabilities 3,520 Total £357,753

1030 . 1889 Passgr Journeys (No.) 23.363 2,007 Season tickets (No.) 405 47 Cattle and calves (No.) 8,615 21 Sheep and pigs (No.) 58,149 284 Other goods (tons) 6.060 842 'Revenue £0,820 £845 Inward Cattle and calves (No.) 1.526 14 Sheep and pigs (No.) 20,443 . 294 Timber (super, feet) 360.400 27,000 Other goods (tons) 14,614 1,236