FIRST BRIDGE OVER RANGITATA

Timaru Herald, Volume CXLVI, Issue 21380, 24 June 1939, Page 8

FIRST BRIDGE OVER RANGITATA

Structure at Arundel Chequered History The completion of the two bridges at Rangitata, linking the Island with Ashburton and Geraldine Counties and shortening the road journey between Timaru and Christchurch by at least 10 miles, practically marks the seventieth anniversary of the letting of the contract for the traffic bridge at Arundel, several miles higher up the river. It was in July, 1870, that the tender of Smith and Bush, at £9645. was accepted for what was the largest work of the kind undertaken in New Zealand. Before the construction of the bridge, there were four points at which the river might be forded in normal times. One was near the mouth, another at the Island, a third above the Island, and the other at Arundel. The Arundel site was selected for bridging because at that point the river was narrower, and also because it was on the line of the road and proposed railway via Rakaia Gorge. As early as 1858, the Provincial Government set about the establishment of a ferry. The terms stipulated that the ferryman was to erect an accommodation house (for which a conditional license would be granted free, on the north bank; erect stockyards, convey travellers over the river on horseback at 2/6 a head, direct drays and if required guide them across at a fee of 2/6; and by flags indicate the location of the ford. Certain concessions were offered to the licensee, but the business obviously was unattractive and no satisfactory ferry was established. Fresh tenders were invited early in 1860, this time providing that the accommodation house should be erected on the south bank and that a punt should be provided for the transport of passengers. No permanent contractor was ever secured. Another accommodation house was erected at Rangitata Island, but the natural widening of the Creek, or south branch, made two ferries necessary and after fire had destroyed the building this crossing was practically abandoned.

The specification for the Arundel bridge provided for a length of 1266 feet, with a roadway of 20 feet. The height from the bed of the river to the top of the parapet was 30 feet, this being estimated to give a clearance of six feet between the lowest part of the superstructure and the highest flood level. Eighteen spans each of 66 feet, and two of 33 feet, were planned. The character of the riverbed made pile-driving extremely’ difficult, and iron cylinders were sunk and filled with concrete. Except for the short span at either end. the superstructure was built of iron (800 tons being used), and the decking (170.000 super feet) was cut from the Raukapuka Bush. A system of tolls was gazetted, passengers being required to pay 2/- a head, vehicles 2/6 for two wheeled and 4/- for fourwheeled, horses 1/- a head, cattle 6d, and other stock Id a head. The bridge was completed early in 1872, but it was not until several months later that the mailman could be induced to use it. His objection was that it lengthened his journey to Ashburton by seven miles, and when the north coach commenced to cross the bridge an extra relay of horses had to be provided for and stables erected at Cooper’s Creek. Trouble Encountered Trouble commenced in May, 1876, when a big flood swept away the stone abutment and a chain of solid bank on the northern side. An extension of 320 feet was considered necessary, and the Government offered to contribute half of the estimated cost of £4OOO. The Board of Works, however, disclaimed responsibility for its share, and control of the bridge was then vested in the Ashburton County and the work was carried out. Again two years later the northern approach was carried away. The Ashburton Council requisitioned the Government to compel the Geraldine County’ to contribute towards the cost of reopening communication. The Government agreed to become responsible for the work, but a year later induced Ashburton to resume control. Geraldine was again approached, but declined to fftirticipate on account of the method adopted. The Ashburton County had ordered £2600 worth of iron piles, while Geraldine insisted on the cylinder and concrete plan. Ashburton persevered with the costly business of piledriving. and this part of the work was completed by 1882; six years after the wash-out. The licensee of the accommodation house bridged the gap for some years by swinging chain cables between the bridge and the bank, and laying a temporary wooden deck on the cables. This was removed on the erection of a permanent approach in concrete, but the first fresh cleared out the shingle and the approach collapsed, and a second approach (constructed by the Government. at a cost of £2ooo'. met a similar fate. When the northern extension was ready for decking it was found that the soft, timber used on the original -portion required renewing. and a further expenditure of £12.000 was called for. Communication was finally restored in April, 1883, but during the next 25 years an additional sum of over £5OOO had to be spent in keeping the bridge in repair. Altogether over £40.000 appears to have been expended on construction and maintenance of the Arundel bridge. Obviously the modern method of building bridges in ferro-concrete is much more economical. Bridge consi ruction originally was a charge on the revenues of the Government or local bodies; to-day it. is financed by taxation on motorists.