PART II.

Progress, Volume II, Issue I, 1 November 1906, Page 18

PART 11.

Description of the Works and Route. Properly speaking, the Main Trunk Railway begins at Auckland and ends at Wellington, but the portion of the line to Te Awamutu having been so long in use, and the southern section being in the hands of a company, the popular mind has come to look upon the portion from Te Awamutu to Marton, on the Wellington-New Plymouth railway, as constituting the Main Trunk Line. As the northern and southern sections are now well known to travellers we will attempt only a description of the less widely known section of the railway connecting them. Te Awamutu is a neat little town ioo miles south of Auckland. Thence to the native town of Te Kuiti, a distance of twenty-five miles, the construction works are of an easy nature. At the latter point, however, the Line commences to rise by a succession of i in 70 grades. Up to this point we have been travelling m the drainage area of the great Waikato river, the waters generally flowing north to empty themselves into the sea at the Waikato heads. We now ascend the divide between the Waikato and the Mokau basins, and cross it a mile or two before reaching Puketutu station. Here the waters flow to the west, towards Taranaki. A little later we rise to the main summit at the Poro-o-tarao tunnel, where we enter the drainage area of the Wanganui river. From this point all the waters flow southwards to Cook straits. For about twenty miles on the section of line referred to the works are somewhat heavy, consisting of rock cuttings and banks, with occasional short bridges and one large viaduct at Waiteti — the first of many to be met with on the Line. The country from Te Kuiti to this point is not very inviting for settlement, but the Maoris keep a few cattle and manage to grow sufficient for their own needs. The tunnel through the dividing ridge at Poro-o-tarao was a heavy piece of work, being 63 chains in length,

through papa rock From the tunnel southwards comparatively easy works of an average character carry the Line past the old Maori village of Taumarunui, picturesquely situated on a triangular flat at the confluence of the Wanganui and its large tributary, the Ongarue. This was a place of some importance m the old days, being on the highway from Wanganui to Taupo on the east, and the Waikato on the north, and at a later date was a safe and widely used fording place for horse

traffic acrobs the Wanganui. At present it is the terminus of the railway, and also of the steamer navigation on the Wanganui river. From here the steam-boat can be taken for Pipiriki and Wanganui. On the south side of the river no great engineering difficulties are met with till Pinaka is reached, if we except the tendency of the treacherous papa slopes to slip and block the Line without giving the engineers much warning. At Pinaka the Line commences to climb up to the Waimanno tableland, a rise of 2,000 feet having to be negotiated at a workable grade. The country hereabouts is mountainous and broken, and in consequence the construction works have

been heavy and costly, particularly along the banks of the Whakapapa and Piopiotea rivers. At Kakahi, beyond Pinaka, the Government has established a sawmill in the totara forest, where sleepers and timber for bridges, culverts, station M buildings and other works are cut t and dressed.^ A large proportion of the timber in this part of the forest is totara of excellent quality attaining a marvellous growth in the pumice which covers the flat land and gullies to a depth of several feet. On the hills the soil is fair, and much of the land has been disposed of to settlers for grazing purposes after the timber has been cut out. The large proportion of totara on the fringe of the bush at this point gave the impression that the Waimanno forest was nearly all totara, but more thorough investigation shows that the proportion of totara diminishes as the forest is penetrated, although the other timber which grows in abundance is not inferior in size or quality, and is of considerable value. It consists of rimu, matai, and kaiwaka on the flat and undulating land, and runs off into birch and scrub on the slopes of the higher mountains. Cuttings, banks, bridges and viaducts

are met with on the twenty miles of the Line southwards of Pinaka, which continues through heavy bush country on a steady ascending grade, but the sharp natural rise in the country prevented effect being given to the original decision to have a maximum grade of iin 70. At Raurimu, the centre of activity on the northern section just now, where the majority of the nine hundred workmen aie to be found, considerable difficulty was experienced by the engineers in obtaining sufficient length of line to be able to adhere even to the modified grade of 1 in 50, and it became necessary to adopt one or two expedients to get the necessary distance. One of these is unique in railway construction schemes in this colony.

At the Raunmu hill the Line passes under itself by means of a short tunnel, the difference in elevation at the crossing point being about 70 feet. For another five miles the Line continues through heavy forest till it emerges suddenly on the open tussock plains in full view of Tongariro, Ngauruhoe and Ruapehu — the latter, as is well known, being the highest mountain in the North Island, attaining an elevation of 9, 175 feet For about eight miles the Line continues on the plain, and at Waimanno, near the stream of the same name, it attains the first summit at an elevation of about 2,600 feet above sea level. The plains are spoilt for grass growing by the heavy deposit of pumice with which they are covered, and on account of their high elevation are hardly a congenial place in winter, but the ponderous mass of the three great mountains, with the ever-steaming crater of Ngauruhoe and the steam-cloud which hangs over Ruapehu, make an awe-inspiring picture to the traveller who looks upon them for the fust time This should be a popular place to linger for the tourist who is not pressed for time, and who finds any pleasure in the contemplation at close quarters of the mighty works of Nature. Continuing southwards the Line soon leaves the plain and again enters forest country of much the same nature as that on the northern side of the open country. In the comparatively short distance of eleven miles three ravines have to be crossed on huge steel viaducts, namely at Makatote, Manganui-o-te-ao and Mangaturuturu. Ihese ravines have been formed by comparatively small rivers, having their sources on the mountain sides cutting down channels in the plateau At the crossing place the Makatote gorge is about 300 feet deep, with sides almost perpendicular 111 places, coveied with a luxuriant giowth of evergreen vegetation, which presents a glonous spectacle from the road bridge which crosses it, at a lower elevation, less than a mile below the railway crossing. The 1 Makatote viaduct will be the highest and longest in New Zealand, but being simpler 111 design and easiei of construction, is hardly such an engineering achievement as the similar structure at Makohme 111 the Rangitikei valley, at the southern end of the Line It is to be 265 feet high, 891 feet long, built of steel in ten spans, on five piers each 36 feet wide It is being erected by Messrs. Anderson, of Chnstchuich, and will cost neaily Ihe Manganui-o-te-ao gorge is 120 feet deep, but not very wide. Lower down this stream was a favourite retreat of the Wanganui Maoris in the troublous early times, and traces of their cultivations can yet be found. A peculiar stream is the Mangaturu-

turu which is ciossed by a viaduct about 50 feet high Its waters contain a stiong mixture of sulphur, alum and other disagreeable elements picked up on its course down the side of Ruapehu, and at different times present vanous shades of yellow and blue colour, alternating with a delusive clearness which gives an unpleasant surprise to the unwary traveller who helps himself to a drmk from it. The same effect is noticed to an even greater extent in the Wangaehu river lowei clown, which also lias its source 111 the same mountain. After leaving Waimanno the level of the railway falls to the crossing of the Makatote, and then rises a little to the Manganui-o-te-ao, where it commences to fall by steep grades down to the crossing of the Manga whero river. Here a station is being located for the benefit of the old settlement of Ohakune, some miles off the track of the Line. On this section there are two viaducts — one at

Toanui, and a long one at Hapuawhenua, but the latter cannot compare for height or difficulty of construction with either Makohine or Makatote, though it is still nearly 150 feet above the bed of the stream. The Toanui structure is short and of moderate height ; both are to be built of steel. The formation works are again heavy, the Line having left the lofty plateau, and making a descent on the steep country at its edge. Heavy timber on the slopes of Ruapehu still continues, but a fair amount of settlement has taken place on the lower lands. Dairying is carried on to some extent, there being a dairy factory at Raetihi and a creamery at Ohakune, both of which townships are on the overland tourist road from Pipiriki to Tokaanu, but are several miles distant from the railway Sawmilhng is also carried on to a limited extent, but may be expected to increase when an outlet by rail is available. From Ohakune to the crossing of the Waitaike near Karioi the Line passes over comparatively easy country on moderate grades, but at Ninia, on the Wangaehu river, a gradual rise to its second summit at Waiouru is commenced. For six miles the route is over the cheerless Murimutu plains — poor tussock land, incapable of growing much — where, however, the work of making the Line is easy, but heavy cuttings and fillings are again encountered on the last four miles before Waiouru is reached. This is the point of termination of the first day's journey of the present Toka-anu-Taihape and Tokaanu-Pipinki coach service, and after the opening of the railway will be the changing place for passengers desirous of proceeding to either Tokaanu or Pipinki It is rather a dreary locality, however, with hardly any timber or other vegetation, except tussock, in sight. The level of the Line at this summit is almost the same as at the highest point on the Waimanno, forty miles away, but between these two points the Line has dipped down to a level about 600 feet below the summit elevation. From Waiouru the Line commences to descend by easy grades over ten miles -of rolling country, little removed from desert as regards fertility, and entirely devoid of timber or any growth but tussock, till forest is again encountered at Turangarere, and a decided improvement in the quality of the land is immediately noticeable. Turangarere was at one time an important pah belonging to the Maniapoto tribe, and many natives still have their homes there. The sawmilhng industry is also in full swing, and from this point southwards to Marton, there is an abundance

of timber, although sawmills have been at work at various points along the Line for years. From Turangarere to Taihape, sixteen miles distant, the works are of a very heavy nature, including two tunnels, and troublesome cuttings and fillings along the banks of the Hautapu river, a tributary of the Rangitikei. As at Raunmu, the country falls away too fast to allow of the Line being constructed on the proper grade without adopting expedients to gain distance A detour had therefore to be made to Mataroa to gam about a mile and a half of extra length of line so that the grade might be maintained. Taihape is a lively settlement which has for some time been the terminus of the Line at the south end, and is also the centre of a considerable sawmillmg business, besides being the distributing point of supplies and produce for the numerous settlers who have recently taken up land in the neighbourhood It has grown rapidly in the last few years, and possesses some presentable public and private buildings. Southwards from Taihape, if we except two tunnels, one on the railway, and the other for the diversion of the Taihape creek under the Line the country is fairly easy as far as the Toe toe creek, which h spanned by a steel bridge at a great height, but between this point and Mangaweka construction works are again of a very heavy nature, a number of tunnels having been necessary to carry the Line past the steep cliffs of the Rangitikei river. A long and high viaduct just outside Mangaweka was also necessary, but a comparatively simple design was possible, and the work of erection was, therefore, not difficult Manga\\eka was for some time a township of importance, but the progress of the works into the interior', and the advance of the terminus to Taihape, have deprived it of some of its glory. Southwards of Manga weka, right through to the point of junction with the Wellington-New Plymouth line at Marton, the formation works are of a moderate character, with the exception of a short length of heavy work near Mangaonoho On this section one of the most remarkable engineering efforts on the whole Line is met with, namely, the mighty viaduct spanning the Makohine ravine at a height of 238 feet. Though not quite so high nor so long as the viaduct under construction at Makatote, higher up on the Line, this was much more difficult work from an engineer ing point of view, owing to the treacherous nature ol the sides of the ravine and the faulty foundations. These circumstances necessitated a structure with only two intermediate piers so as to avoid having to construct foundations on the sloping hillside, lhese piers, had to be of extraordinary strength to carry the concentrated loads, and the girders, also had to be much deeper than would otherwise have been necessary The centre span is 176 feet long flanked on either sid" with two spans of 247 feet and 38 \ feet respectively "I he 247 feet spans are made up of cantilevers, 38 feet long being extensions of the centre span, and a 209 feet span hinged to the end of the cantilever at one end while the other end rests on a concrete pier. The girders of the 209-feet spans are 22 feet deep, and those of the central span 25 feet.

There are 12,000 tons of concrete, 1,252 tons of steel and iron, and 26,560 superficial feet of timber in the structure, which cost

Settlement and Roads When the Line was started there was no settlement between Silverhope (Rangitikei) at the south end, and Te Awamutu at the north, nor were there any roads or other means of communition through the Rangitikei Valley and the country beyond, except an extremely rough native track. Since the construction of the Line commenced townships have sprung up in several places along its route, particularly at Hunterville, Ohmgaiti Mangaweka, Taihape, Raetihi, Taumarunui, Te Kuiti and Otorohanga. In connection with the railway a great many miles of roads through the adjoining country have been constructed for the purpose of giving access to the railway stations, and a service road, for use during the construction of the Line, has also been formed throughout its entire length This road, during the coming summer, will be placed m sufficiently good order for coach and buggy traffic, so that it will be possible to drive from Auckland to Wellington by the route of the railway. 'Ihis has never been practicable hitherto.

Up to Turangarere, at the south end, the countryhas now all been settled by Europeans, the farms for the most part being small, so that there is a somewhat considerable population along this part of the route. From Marton right through to Turangarere the country was originally heavily limbered, and much of it is so still, though sawmills have been planted at intervals as the rail-head advanced, and a steadily increasing volume of business done in timber for export, as well as for local consumption and the Wellington market. Although the annual output is enormous, the visible supply is sufficient to keep the millers occupied for many years to come, and the value of the country is, if anything, rather enhanced when the timber lias been cut down, for the soil is capable of supporting a population of dairy, sheep and cattle farmers. One pleasing feature about the progress of the Line is that many of the men who put in periods of work on its construction have invested their savings in acquiring a home and means of earning an independent livelihood by taking up land along the route and they are now on th<* way to make a comfortable living without troubling the labour market, while some still struggling selectors are glad to avail themselves of the opportunity of earning a little ready money by undertaking work on the Line

Present Position and Prospects. The rail-head at the northern end is at Oio at present, but in a month or two will have reached Raunmu, where it will probably remain for some little time. The works from there to Makatote are actively in hand and being pushed on as rapidly as possible. In the tunnels and more important cuttings the men are divided into " shifts " and artificial light provided, so that the work goes on continuously throughout the whole 24 hours except on Sundays. The Makatote viaduct is also under construction by a reliable firm of contractors, the stipulated date for its completion being isth June next. By the time the viaduct is completed the intervening length of formation between it and Raunmu will also be finished and the rails laid, so that the rail-head can be lmmediadvanced over it and on to Manganui-o-te-ao. The contract for the Manganui viaduct is also in Messrs Andersons hands, the agreed date for completion being 7th February, 1908. The rail-head at the south end has just reached Turangarere and comparatively easy work lies ahead till the first summit of the Line at Waiouru is reached. The workmen are already thickly spread over the whole of this length, and a rapid advance of the rails may be expected. They are certain to reach Waiouru before the close of the coming summer. With the rail-heads at Raunmu and Waiouru at either end there will remain a gap of 40 miles, half of which is easy country, and more or less work has been done over practically the whole of it. Last year a staff of engineers and workmen were staited on a new section of the Line between

the north and south ends, with headquarters at Ohakune, and, though working under great difficulties on account of the deplorable condition of the roads during the winter season, very fair progress has been made The Mangaturuturu, Toanui and , Hapuawhenua viaducts are of this section. The two latter are to be erected by the Public Works Department's own workmen, the iron and steel work being already m course of preparation at the Mangaonoho workshops, and the former by Messrs. Anderson, the contract date for its completion being 7th February, 1908, the same as for the Manganui viaduct At the present time there are appro> miately 2,700 men employed on the three sections m hand, the respective numbers being about as follows — North end, 900 ; central section, 600 ; south end, 1,200. The present position may be summed up thus — Total distance, Auckland to Wellington . . . . . . . . 426 miles Already constructed and open for daily passenger traffic . . 335 Rails laid on a further . . . . 34 Formation practically complete on a further . . . . . . 10 And in hand on a further . . 32 Untouched .. .. .. 15 Total . . . . . . 426 The untouched portion is left so merely bebecause the works upon it are of an easy and unimportant character and can readily be finished by the time the heavier work now in hand is done Probably all the earthworks will be finished as soon as the large viaducts are ready, so that on the completion of those structures really depends the date of the opening of the railway for through traffic. It seems quite probable, therefore, that the prediction of the Minister for Public Works and Railways that through trains will be run by about the end of 1908 will be realised It will also clearly be possible to take the through journey during this coming summer, by coaching from Raurunu to Waiouru. A coach already runs from Raunmu to Makatote, and will doubtless run on to Raetihi as soon as the road is in sufficient ly good order for vehicular traffic At Raetihi connection can be made with the Pipinki- Waiouru coach.

The Men in Charge -The construction of the Main Trunk Railway has occupied the attention of a succession of Ministers for Public Works but the Hon Wm Hall-Jones, the present Minister for Public Works, and Railways, has had the principal control of the undertaking for a longer period than any other Minister — namely, from March, 1896, to the present date The practical work of construction has also claimed the efforts of many engineers. The work is being carried out at present under the direction of Mr. P. S. Hay, Engineer-m-Chief of the colony, who is also entitled to the credit of designing all the fine steel viaducts as well as most of the bridges along the Line. The works at the northern end are under the general control of Mr. C. R Vickerman, District Engineer at Auckland, with Mr. J D. Louch Resident Engineer, at Raunmu in the immediate local charge. Mr J. J Hay, Resident Engineer, Ohakune, is in charge of the works on the central section, and the construction at the southern end is under the supervision of Mr F W Furkert, Resident Engineer, Taihape, who recently succeeded Mr. G. L. Cook in that capacity These officers are assisted by a large staff of assistant engineers, overseers, timekeepers, and other minor officials The general administrative work is under the control of the Under-Secretary for Public Works, Mr. H J H Blow

The Probable Train Service The completion of the railway being within measurable distance, interest, of course, attaches to the probable nature of the train service to be run over the Line By the time through trains are run it is expected the Union Steamship Company will have one, or possibly two, fast turbine steamers in the ferry service between Lyttelton and Wellington, and the time- table arrangement will probably be made with a view of securing a rapid mail and passenger service from one end of the colony to the other Already we have a tram leaving Invercargill m the morning and reaching Chnstchurch the same night A fast steamer could await the arrival of this train at Lyttelton and still deliver mails and passengers at Wellington by 9 or 10 o'clock the following morning As already stated the distance between Wellington and Auckland is approximately 426 miles, and taking into consideration the rough nature of much of the country traversed and the extent of comparatively new track, as well as the great height to rise to the interior plateau, it is

expected that the through journey will occupy about 20 hours. A train leaving Wellington for Auckland about noon would be convenient for the arrivals by the southern steamer, and would give Wellington commercial men two or three hours of the business portion of the day to despatch their correspondence This train could reach Auckland by 8 am the following morning in time for letteis to be distributed by the letter-carriers' hrst delivery This would give a 48-hour through passenger and mail service between Auckland and Invercargill ihe express on the letuin journey would probably leave Auckland in the evening and reach Wellington about 4 p m the next day, thus allowing passengers to connect at leisure with the southern steamer leaving three or four hours later This steamer would be timed to reach Lyttelton so as to connect with the first express, which leaves Chnstchurch at 8 a m. and runs through to Invercargill Special rolling-stock is to be constructed for the Auckland-Wellington mail trains Ihe engines for the run between Palmerston and Taihape (or between Wellington and Taihape should the Government purchase the Wellington— Manawatu Railway) will be of the new Class A type shown in our illustration A similar engine would run between Taumarunui and Auckland, but for the heavy section and steep grades between Taumai unui and Taihape a special locomotive will be used, of a stronger and heavier type than any hitherto m use on the N Z Railways It will be of the fourcylinder balanced compound type, capable of

hauling a loaded train up a grade of i in 50 at an average speed of 20 miles an hour, and will weigh, with tender, over 90 tons. An outline drawing of this engine appears m this issue. All the engines will be furnished with tenders so as to provide ample coal and water accommodation and enable them to run long distances without stopping. The cars will be of two classes, the first-class of the standard saloon type 111 use on the New Zealand Railways 47 ft. 6 m long with verandah at each end, height from floor to ceiling 7 ft. 8 in., containing a roomy lavatory and furnished with a plentiful supply of drinking water The seats will be of the popular single, reversible back type, arranged two on one side of the central aisle and one on the other Each seat will be numbered, and any passenger desiring to do so will be able to obtain from the guard a ticket reseivmg any one seat foi his sole use for the whole or any part of the journey The carriages will be lighted by gas, stored at high pressure in reservoirs fixed to the under fiame of the cai, each lamp giving a light equal to 25 or 30 cp. Each car will accommodate 32 passengers The second-class cars will be of the same size and type, with similar lavatory conveniences. The seating accommodation will provide for 52 passengers, arranged on the standard longitudinal system, and the seats will be provided with cushions. A dming-car will be attached to each train, similar in size and exterior "appearance to the passenger cars, and will be fitted with a large gas-cooking-J"range, dresser, cupboaids and all

necessary appliances for expeditiously dealing with the various wants of passengers, including ice chests and cold-storage cupboards. The dining saloon will accommodate twenty-one passengers at a sitting, four at each table on one side of the aisle, and two at each table on the other side As a considerable portion of the journey v' ill be made during the night, sleeping cars will also be attached to each tram. On such a journey the saving of time is, of course, an important consideration, consequently stopping places for the express tram are likely to be fewer than we have hitherto been accustomed to. The details of the time-table have not yet been settled, of course, but the following has been suggested as probably suitable.. —

There will also be a daylight tram each way between Taumarunui and Taihape. Obviously, therefore, as the central portion of the route will be traversed during the night by the up-express, the traveller from Wellington, who wishes to enjoy the magnificent mountain panorama and the gorgeous bush scenery along the route, should leave the train at Taihape and make his way by the slower mixed goods and passenger tram across the central section, and connect with the fast tram again at Taumarunui later in the evening. Taihape will be a suitable place to stop over, and good hotel accommodation can be obtained there. Probably suitable accommodation will also be obtainable on the Waimanno plateau, close to the mountain group, by the time the through trains are running.

Overland Fares. A welcome feature in connection with the opening of the line will be a reduction in the cost of the through journey, compared with present conditions,. Calculating on the basis now in force, which is not likely to be increased, the ordinary fares should work out somewhat as follows —

These fares should certainly serve to popularise the route and ensure a good passenger traffic.

NORTH. Wellington 12 30 p.m. Palmerston 4.15 p.m. Marton . . 5.45 p.m. Taihape 8.0 p.m. Taumarunui 1.0 a.m. Frankton 5.15 a.m. Auckland 8.30 a.m. SOUTH. Auckland . . 8.30 p.m. Frankton .. 11.45 pm. Taumarunui 4.0 a.m. Taihape . . 9.0 am. Marton . . 1 1 .0 a.m. Palmerston 12.30 p.m. Wellington 4.0 p.m.

Wellington to Ai i st. Class. •rdinary Single . . 40/•rdmary Return 80/;xcursion Return 71/.ucl ;kli lane d — 2nd. Class .. 21/- • 42/- •• 3SA