THE MAIN TRUNK LINE.

New Zealand Herald, Volume XL, Issue 12192, 11 February 1903, Page 6

THE MAIN TRUNK LINE.

PROGRESS OF THE WORK. OPERATIONS BEYOND ONGARUE. A VISIT TO THE WORKS. INTERESTING PARTICULARS OF THE INTERIOR. i [BT OUR SPECIAL REPORTER.] '"''■■' ■■■'■■■■■■ 1 The question cf the construction of the North Island Main Trunk railway line, and the pushing of this great national work to a speedy completion, is one that has long been with us in Auckland. It is still with us, with its time-worn familiarity, and lately special attention has once more been drawn to it by the holding of the periodical publio meeting, and the making of the usual speeches, in which the desirableness of hurrying on the work was urged with the customary vigour. The works on the Auckland end of the uncompleted section are now being more actively pushed ahead than has been the case for some time past, and a visit to the 6cene of operations just now would well repay the time of our M.H.R.s, or any others who feel disposed to make the trip. A representative of the Herald formed one of a party of visitors who went over the works during the past week, and from the results of his observations, and the information supplied by the officials of the Public Works Department, and others well acquainted with the country, ho is enabled to supply the public with some interesting details as to the progress of the works beyond Poro-o-tarao, the furthermost station to which the line has so far been completed and opened to regular traffic. Information will also be given as to the nature of that portion of the King Country through which this portion of the line passes, and some of the possible developments of the establishment of railway communication through the now comparatively littlo known interior of the is- j land. i THE ONGARUE VALLEY. j

The line from Poro-o-tarao to Ongarue— a distance of 15 mileshas been completed and ready for traffic for several months past,

but owing to the trouble occasioned by heavy slips in the cuttings, chiefly through papa" country, on the Ongarue side of the tunnel, the Railway Department has not yet taken over this seotion from tho Publio Works Department. The latter Department, however, has been running goods trains between Poro-o-tarao and the tunnel for some weeks, to meet the ordinary train from Auckland, and latterly, the tri-weekly trains from this end have been running right through to Ongarue. The extended running, however, is still carried on oh behalf of the Publio Works Department, the Railway Department still booking passengers and freight onlj to Poro-o-tarao, from whence the traffic is under the control of the sister Department. This arrangement is one which admirably meets the convenience of passengers, as no charge is made upon them for travelling the extra distance. Consignees of goods, however, find fault with the system adopted. Two freights have to be paid, and the rates from Poro-o-tarao to Ongarue are proportionately much higher than the corresponding charges on the regular line. Representations have been made to the authorities with a view of having the matter rectified, but so far the desired result has not been attained.

Ongarue, which is the present terminus of the completed line, 13 situated near the head of a valley some 20 miles in lergth, through which the river of the same name, and a tributary of the far-famed Wanganui, flows down a meandering course to Taumaramu, where it joins forces with the waters of the larger stream. The township of Ongarue is one of those collections of hastily and cheaply constructed buildings, such as jjrevicusly existed at Poro-o-cario. and which keep pace -with the progress of the riihvay works, being extended stage by stage as the various sections of the line are completed. _ The busiest times in Ongaruo's brief history have now passed, and its late activity as a railway outpost settlement has been to a great extent transferred to Piriaka. some 21 miles distant, and four miles and a-half beyond the point at which the line crosses the Wanganui River. In a few months' time the importance of Ongarue will, with a vigorous prosecution of the works, be largely absorbed by the present canvascovered settlement of Pariaka, in accordance with the natural order of events. Of Piriaka, however, more anon. Ongarue, although it will be of minor importance for some time to come, seems destined to have a by no means insignificant future, as it will be the junction of the main line and the branch line, which will, no doubt, be eventually laid by way of the fertile valley of .Ohura to Stratford. A substantial 'and serviceable station has already been erected, and no doubt the possibilities of the future developments are being kept fully in view. The township is all built on native land, as at Otorohanga and Te Kuiti, but it is expected that the way will be smoothed for overcoming the difficulty with regard to security of title. Ongarue is provided with a public school, a post and telephone office, a nublio hall, and other accompaniments of civilisation, in addition to the usual stores and boardinghouses. From Ongarue to Taumaranui the line is laid through a pumice valley of very even formation, the fall for the 15 miles being one of 4ft to the mile. The line cresses the Ongarue River three times, and temporary wooden bridges were first erected to carry the lines and afford facilities for the extension of the formation, platelaying, and other works ahead. These bridges over the second and third crossings have been replaced by the permanent iron bridge, and a similar structure is about to be erected at the first crossing, and for this purpose it will be necessary to close the line at this point for about two months. AT TAUMARANUI. After a run of 14 miles from Ongarue, along which the stations of Te Koura and Taringamutu are passeed, the native settlement of Taumaranui is reached. This is the last station on the Auckland side of the Wanganui River, and the last to which the steam horse has as yet found its way. Taumaranui is pleasantly situated on a flat about a quarter of a mile above the junction of the Wanganui and Ongarue Rivers, and as it is considered practicable, with a small outlay, to make the former river available to steam navigation up to this junction, there are [ strong probabilities of this settlement playing ; an important part in the develpoment of the tourist traffic and becoming a popular and busy township. A site for a landing stage for river steamers has been reserved on the bank of the Ongarue, just above the confluence of the rivers. There is a possibility, however, that the last ten miles of the proposed waterway may not be easily negotiable, and it has been suggested that a road should be constructed ten miles down the Wanganui from Taumaranui to a point below which there are no difficulties in the way of navigation. The proposal' has been favourably entertained by the Tourist Department, and Mr. Donne, the head of the Department, has stated that it may be possible to get this new route opened up in time for next season. It is doubtful whether the road will be constructed_ in time for this intention to be carried into effect, but in any case there is a likelihood of the river traffic of the Wanganui being connected with the railway, as Messrs. Hatrick and Co., of Wanganui, are stated to be considering the question of running a canoe service from Taumaranui to Temaire, where they will be met by the steamboats. The rivers and streams near Taumaranui are well suited for trout, and the Ongarue River already provides some excellent fishing. Deer should also thrive well in this country, which is thus capable of offering great sportina attractions. The Government have lately been negotiating with the natives for the purchase of the township block, at Taumaranui, and it is believed that a satisfactory settlement is likely to be arrived at shortly. A native school, attended by about 40 children, exists at Taumaranui, which also possesses a post office and two or three stores and an accommodation house or two. The Rev. Mr. Ward, a Presbyterian rnissioner to the natives of this and the surrounding districts, was also met here, and in the course of conversation he expressed himself most hopefully as to the good result? likely to accrue from his ministrations in the heart of the King Country. CROSSING THE WANGANUI RIVER. Two miles beyond the Taumaranui station the route of the line crosses the Wanganui River, the distance from Ongarue being 16£ miles, or 177 miles from Auckland. The delay in bridging this river has proved a serious block to the expeditious nrosecntion of the works on the other side of the river, as it has prevented the rails being laid and ballast and goods trains being run beyond Taumaranui, although the formation work has been proceeding there for over twelve months past. A contract for the construction of this bridge was Tefc some time ago, but the contract time has now nearly expired,

and the work on the ground has not yet been commenced, although it is stated that a great deal of the material has been prepared and is now lying, at Christchuroll. The delay with this important link in the connection of the two sections of the line has not only hampered the progress of the work being carried on ahead, but it has also acted as a detriment to the men engaged on the works beyond the river, who now form the large majority of the total number at work on the line. The storekeepers at Piriaka now have to cart their goods from the Taumaranui station (where they are delivered by the ballast trains) across a rough ford and up to their stores, instead of having them delivered by rail at Piriaka. The extra expense entailed has the effect of increasing the cost of provisions to the men on the works; and, added to this, great inconvenience is frequently occasioned in wet weather by the river rising and becoming unfordable for several days, and thereby shutting supplies off from a population of several hundred people. Strong dissatisfaction is naturally expressed at this condition of things, and it is urged that as the building of the brigde, even when got underway, must necessarily occupy a considerable time, the Department should throw a temporary wooden structure across the river to carry the line for the time being. The cost, of course, would not be a small item, but it is claimed that the benefits which would be ensured would be fully commensurate with the outlay. In any case a temporary structure will have to bo erected in building the iron bridge, and there does not seem to be any reason why the river should remain unbridged during the coming winter. No provision has been made for a general traffic bridge over the river, but the necessity for it is evident and a combined railway and cart bridge might well have been provided for. A boat ferry acrsss the river is at present provided, but in times of flood this is unworkable. The river at this spot is about three chains wide, and the total span of the bridge will be over five chains. On the southern side the earthwork has been constructed practically as far as Piriaka. and a mile or so from the river the work has been completed for over a year, the embankment being now overgrown with grass and other vegetation. IMPRESSIONS OF PIRIAKA.

On leaving the bridge site the line skirts the southern bank of the river for some miles. Pour and a-half miles from the bridge a bend in the line suddenly brings into sight the camp settlement of Piriaka. a name scarcely known outside of the King Country at present, but one which bids fair to become well known in the near future as that of a busy country centre. Just now Piriaka consists of three or four small clusters of canvas dwellings stretched out in the form of a crescent about half-a-mile in length and snugly ensconced under a semicircle of low hills and terraces, which form the western boundary of a large pumice flat, through the centre of which the river pursues its course. The eastern portion of the flatwhich is by far the larger portion also bounded by a series of hills, divided by small wooded valleys, and beyond these one sees a charming background of loftier heights, including Te Koura, a prominent mountain, and the table-shaped Hikurangi, which is distinguished by its clean-cut top and the possession of a natural salt spring. To the north of the flat is the outlet of the river, and in the south lie its upper reaches and it confluence with its beautiful tributary, the Whakapapa. From the top of the terrace behind Piriaka, an admirable view is obtained of the snow-clad Ruapehu and Mount Tongariro, with Ngauruhoe, from which immense clouds of steam can be seen slowly rising on any clear clay. It is in this j enchanting setting that the pretty little canvas-covered Piriaka of to-day and the prosperous township of the future finds its abiding-place, and truly it may be said that its lines have been cast in pleasant places. The Government possess the laud on this side of the river, and the Piriaka township has already been laid oft and will shortly be offered to the public in town allotments. An excellent station site has been set aside, and there are also reserves for a school, post office, police station and other public institutions. The plan 3of the township are now in course of preparation at Wellington, and Mr. W. T. Jennings, M.H.R., as member for the district, has received intimation that the land will bo offered for sale at Wellington. An effort will, in all probability, be made to induce the Government to reconsider their decision, and to sell the land either on the spot or at Auckland. As many of the men engaged on the railway works desire to secure allotments, it would be a great convenience to them if the sale took place at Piriaka, but if there are any insuperable obstacles in the way of this being done, then, in all reason, the sale should be held at Auckland, as the nearest centre, not only in point of distance, but also in regard to facilities for communication. The land, it is true, is in the Wellington land district, but under the existing circumstances that appears to afford-no reason why the sale should take place at Wellington. The only communication of the district with the outer world for some considerable time to come will be by way of Auckland, and it would manifestly be to the interests of all concerned to adopt one or other of the suggested alternatives in regard to the disposal of the Piriaka sections.

Piriaka. as has already been remarked, is a place of future possibilities. It will probably be an important stage in the inland journey from Auckland to Wellington, as a few miles beyond this station the line ascends a stiff gradient over the hill leading on to the Waimarino plains. At Piriaka a change of engines will have to be made, and this, and other likely provisions in the way of workshops, etc., as well as the fact that the station would be relatively near the half-way distance between the two largo cities, will make it of importance from a railway traffio point of view. "When the sawmilling industry in the Waimarino forest and other timbered areas in the vicinity is opened up it will find its outlet at Piriaka, and the turning to good account of the rich portions of the surrounding land is also an important factor to be considered. Piriaka, owing to its proximity to Taumaranui, will also derive a share of the tourist traffic, of which mention has already been made. The scenery about the township, on the Wanganui and Whakapapa, rivers, is some of the best to be found along the route, and the exhilarating mountain air here breathed at an altitude of nearly 1000 ft above the sea level should largely assist in making the spot a favourite one for invalids and holidaymakers, as well as tourists. An excellent supply of water may be secured either from the river or from a reservoir at the foot of a cliff which overlooks the township on the western side. A small reservoir has already been constructed for providing a supply for the officials' houses. THE COUNTRY BEYOND PIRIAKA.

A few gangs of men are engaged on the completion of the formation work below Piriaka, in the direction of Taumaranui. Along a portion of this section slips seem likely to give a little trouble, and threatened incursions by the river haVe had to be met by putting up two expensive and substantial lengths of crib-logging. Beyond Piriaka a very large number of men are at work on the various stages of the work. It is her© that the line leaves the valley, and after proceeding a short distance enters the Waimarino bush and ascends the hill leading to the plateau beyond. Some of the parties are bush-felling and others employed in the various cuttings, which have commenced for several miles. An interesting feature of the ascent of this hill is the fact that at a point called Pukerimu, situated some 2785 ft above the sea level, the line takes a spiral form in order to improve the grade. After passing through a tunnel in the hill the line doubles back and eventually passes above the tunnel, thus crossing its own track and following a circular route. There are a number of similar spiral lines in America, but this is the first occasion on which the principle has been adopted in New Zealand. On following with the eye the direction which the line will take for some 40 or 50 miles beyond the stage to which the furthest outposts are now advanced, it will be noticed that the route will lie under the right side of Ruapehu. The distance from this magnificent mountain will only bo some seven or eight miles, and a good view of Tongariro _ will also be obtained from the train, as, in time to come, it rushes through the interesting country which is distinguished by the possession of these two interesting mountains.

THE WAIMARINO FOREST. In more than one of the preceding paragraphs mention has been made of the celebrated Waimarino forest, the timber of which will be made accessible to ready markets by the completion of the Main Trunk line. By the courtesy of the officials and others, the recent visitors were provided with horses and enabled to ride through one of the principal portions of this bush and obtain a view of the fine timber which it contains. This forest is usually spoken of as a totara forest, but tho proportion of this valuable timber to the while of the bush is not nearly so great as seems to be generally supposed. A very large part of the forest consists of fine matai. There is also a moderate quantity of rimu and an abundance of kahikatea. The totara, although not forming anything approaohing the whole of the bush, is present in large quantities, and some of the trees are very excellent specimens of their class. The ride from Firiaka to a clearing near Ohonga, a distance of about eight miles and a-half, was along the road which follows the railway line for a considerable distance, the return trip being made by way of an old road, the clearings for a great part of which were

made nearly 20 years ago. The work was never completed, and the line of road was allowed to become overgrown' with scrub, a narrow track alone being kept open. Clusters of totara were found hero, and there along the first road, but it is along the old road just spoken of that this timber is chiefly found. The greater portion of the bush hero is composed of totaras large trees, with straight trunks, varying in thickness from 2ft to sft or 6ft r whilst the average height is roughly calculated at about 100 ft. It is unfortunate that in several of the treesowing no doubt to their great age —flaws are to be- found, which considerably reduces their value, but the total quantity of sound timber in the forest is something so enormous that only rough guesses can be made in the way of calculation. The total area of the bush is put down at about 90,000 acres, of which some 30,000 acres are considered to be first-class bush, the remainder being of medium and indifferent quality. It was once stated that the royalty on the timber in this forest would alone amount to some seven millions sterling, but, whilst this must be taken as a wild exaggeration, the revenue which it will produce as a set-off against the construction of the railway will be very considerable indeed, ill. Ellis, sawmiller, who accompanied the party, stated that his firm had paid £1800 for the right of cutting from 100 acres, and, taking this as a basis, it will be seen that the forest is a most valuable asset. The right to cut over the 100 acres referred to was granted in order that a contract for the cutting of 35,000 sleepers for _ the railway might be more speedily carried out, but for the present the Wellington Land Board ha? expressed its intention of reserving the bush until the completion of the line, when all those desirous of acquiring a share of the timber rights will be placed in a position to do so. THE NUMBER OF MEN EMPLOYED. In answer to inquiries, Mr. Louch, the engineer in charge of the works, stated there are at present a total of about 550 men engaged on the works under the co-operative system. A large number of men have been taken on since Christmas, and the number is increasing daily. Mr. Louch states that his instructions are to take on as many men as can be obtained, and be expects to have about 650 at work by the end of this rnomh. Altogether, some 2000 men have been taken on at various times during the past fcur years. A large number of the men now engaged are working on clay wages on the service road which the Public Works Department is constructing contemporaneously with the railway. The rhyolite stone, which is met with in abundance along the line, is being put to good purpose in the construction of culverts. It is also crushed in machines and used as ballast. WHEN WILL THE LINE BE COMPLETED?

The delusion caused by the promise by the Government that the line would be completed by 1904 has already been dispelled, but at the recent public meeting a hope \v*B expressed that the work would be completed by 1905. There is very little probability, however, of the line being finished by tie end of that year, or the year following. Some 70 or 80 miles of the route between the works on the Auckland and Wellington ends yet remain untouched, and this distance includes a great deal of rock country, as well as several large viaducts. The probable date at which the line will be completed, even under any circumstances, must remvin a matter for speculation for the present, but 1908 has been mentioned as a. likely dale, and there seems little probability of the end of the undortakinc being reached before 1906 or 1907 at the earliest. . THE LAND ALONG THE LINE. It was once asserted that the whole of the land beyond Ongarue was a desert, but any evidence of the truth of this sweeping statement which may have existed seems to be now wanting. The country passed through during the recent trip is all of a pumice formation, and a great deal of the land is of an indifferent quality. It is, however, patchy, and there are some large areas which are of very good quality, especially at and beyond Taumaranui. Manv of the low hills would carry sheep, and the flats and the bush also contain a good proportion of very fair grass land. The difficulty of opening up the native lands in the King Country has not yet been overcome, very little benefit having as yet resulted from the recent legislation which was passed with the object of furthering the acquisition and settlement of these lands. AN ACKNOWLEDGMENT.

For much of the information gained our representative is indebted to Mr. Louch, of the Public Works Department, and engineer la c ™ ar & G of the works. Mr. J. W. Ellis of Otorohanga, and a member of the sawmilling firm of Ellis, Valder and Bernand, very kindly accompanied the visitors in most of their travels and assisted them in every possible way, showing them over his mill at laumaranui, and otherwise pointing out features of interest. Mr. Lewis, Government surveyor, and Messrs. Wilson, Blenkiasopp, and Body, public works inspectors, also performed kind offices and assisted to make the stay in the district a very pleasant one.