User:Johnragla/Stillwater station, New Zealand

Stations, bridges and tunnels
A variety of measurements, routes and costings were given for the Napier-Gisborne section of the railway. After a preliminary survey it was expected in 1905 that it would be about 120 mi, probably via the Mangapōike and Te Ārai valleys. Mangapōike was rejected in 1912 in favour of a route via Hangaroa, Waikura and Ngātapa, as they served an area with more economic potential. In 1922 the cutting at 11 miles 65 chains gave much trouble with slips, which were removed and used for raising Ngatapa station-yard above flood-level. Several cuttings have been completed, and formation is now roughly complete to 13 miles. Rails are laid to 11 miles 55 chains, the first lift of ballast to 11 miles 50 chains, the second lift to 10 miles 60 chains, and the third to 10 miles 45 chains. A Marion steam-shovel worked between 11 miles 65 chains and 11 miles 75 chains throughout 1922. In 1924 a steam-shovel was cutting the Waikura Section at 13 m. 16 ch., but due to a slip at 12 m. it was moved and the men placed on the Ngātapa Section. The first lift of ballast was completed to '''11m. 74 ch. The only work on the Waikura section (10 m. 40 ch.-16 m.''') in 1925 was to leave it in a safe condition, following the decision to abandon the Hangaroa route in favour of the coast route. In 1924 it was decided to build a 3.5 mi tunnel under the Wharerata ridge, rising to 900 ft at the Wairoa end and 800 ft at the Gisborne end. It was said the inland Ngātapa route would be even higher and longer, rising to 1040 ft and being 74 mi between Wairoa and Gisborne, rather than 63 mi by the coastal route. When PWD passed Napier–Gisborne to NZR on 3 August 1942, the line was measured as 223 mi 02 ch and in 1952 as 222 m. 66 ch. 42 links.  Also it was said the inland route would go through papa, rather than less slip prone sandstone and be at least 50% dearer than the Wharerata route, which was estimated to cost £600,000. In 1942 the cost of building the Napier-Gisborne section was put at £6,048,511. On 8 March 1929 the government said it had opted for a coastal route, as it would be cheaper, have fewer slips, avoid a summit tunnel of over 3 mi and only climb to some 580 ft, rather than 1100 ft. The line as built was 212.14 km.  Speed on the line north of Napier was limited to 70 kph, with many lower speed restrictions and a 40 kph limit between Wairoa and Gisborne when the line was mothballed. Goats are slowing the regrowth of vegetation along the mothballed line. In 2020 Kiwirail estimated the cost of a feasibility study at $3.68m, including $200,000 to test for radio coverage for single crewing and $100,000 for further market research.

In 1938 the Motuhora to Taneatua was announced by the Hon. R. Semple (Minister for Public Works) to be via Waimana Gorge. However, in 1939 he explained that the work had been held up on account of lack of plant and materials and World War No. 2 stopped work. In August, 1946, it was estimated to cost £6,000,000 with a spiral. It was abandoned in 1949.

In 1920 the Gisbome-Wairoa, Ngatapa section (0 mi to 10 mi 29 ch; actual length, 11 mi 18 ch) was nearly complete, with twice weekly mixed trains. The Waikura section (10 mi 29 ch onwards) had 74 men at work but the Minister preferred, "to push on as energetically as possible with the construction of a metalled road". The Frasertown section also suffered shortages of labour and cement, with 54 at work. The Napier-Wairoa, Eskdale section (11 mi 51 ch) was ready for platelaying, except the first 30 ch, still being dug by a steam-shovel, and over channels of the Tutaekuri River, which couldn't be closed until the river-diversion was complete. 50 workmen's huts had been put up, and the concrete foundations laid for a platelayer's cottage at Eskdale Station. The first two miles of the Tutira section (11 mi 51 ch onwards) had 190 men working and had been surveyed from 10 mi 60 ch to 14 mi, and 3 mi 60 ch of trial survey made to the Mohaka River. The Waikokopu-Nuhaka Branch (0 mi to 17 mi 12 ch) was started in March 1920 by returned Maori soldiers on co-operative contracts, with 200 horses, 50 scoops and 107 staff. About 6 miles of formation had been completed, and rails were expected to be laid on 20 miles in the next year. Ngātapa (0m, to 10m. 29ch) section formation was widened in Patutahi station-yard in 1923. At Repongaere. the cutting at '''6m. 16ch'''. was similarly widened, and the raising of Ngātapa station-yard completed, The station buildings on this section were finished by 1923, and a mixed train ran once a week.

Ngātapa Section (0 m.-10 m. 40 ch.). removal of slips from cuttings at '''7 m. 74 ch. and 8 m. 66 ch., and the widening between 0m. 2 ch. and 0 in. 14 ch'''. The bridges at '''0 m., 5m. 38 ch., sm. 62 ch., and 5m. 74 ch'''. were complete by 1924. Temporary piers in bridge at '''5m. 38 ch. were repaired, and the steelwork of girders for bridges at 5 m. 38 ch., 5 m. 62 ch., 5 m. 74 ch'''. to hand; that for 9 m. 66 ch. being assembled. The final ballasting and boxing-in completed from Makaraka to 5m. A passenger and goods train has been run as required. 6,000-gallon water-vat and station-buildings completed at Ngātapa. Ngātapa Section (0 m.-10 m. 40 ch.) The bridges were repaired and painted, and platelaying and ballasting completed from 5 m. to 10 m. 40 ch., and the whole section generally cleaned up and handed over to NZR on 15 December 1924.

Wharekopae (10 m. 29ch. 16m. 30ch) sections between '''11m. 64ch. and 11m. 75ch'''. and '''12 m. 0 ch. to 12 m. 8 ch had deviations cut to avoid slips and between 13 m. 15ch. and 13m. 23ch'''. to do away with a tunnel. The bank from '''12m. 39 ch. to 12 m. 42 ch. and at 12 m. 50 ch''' also slipped. A service deviation between '''11 m. 64 ch. and 11 m. 75 ch'''. was relaid and the line laid to 12 m. 57 ch. All the water in this district for steam-shovel boilers had to be treated.

'''28 m. 60 ch. to 43 m''' survey was done in 1923.

= Te Huia as the start of faster services = On opening day, Waikato Regional Council chair, Russ Rimmington said, "Te Huia is only the start of big things, as opportunities are investigated to expand the service and make it faster.” Around $98 million is being spent by national and regional government, over 5 years, to collect data and help with planning the next steps. However, criticism has been made of the slow journey and paucity of intermediate stops. An indicative timetable published in 2018 showed 1h 26m, but the 2021 timetable allowed 1h 39m; the first train arrived 4 minutes early at Papakura, but a car, leaving Hamilton at the same time, arrived at Britomart 35 minutes earlier. Even these easier schedules are sometimes not sufficient. Due largely to Cyclone Hale and Cyclone Gabrielle, 11% of trains were more than 15 minutes late in January 2023, but, even without the bad weather, 3 to 5% of trains were that late for most of 2022. The only competing public transport service is by InterCity bus, which is scheduled to take 1h 50m and runs about every 4 hours. The train runs twice a day and the 2021 timetable was shown as taking 2h 25m, but the 2023 timetable allows 2h 40m. Car travel can be as little as 1h 20m, though, due to congestion, 15% of peak hour journeys exceed 2h 50m.

In 2020 the Ministry of Transport acknowledged the impact of slow and unreliable travel between Hamilton and Auckland, noting that it is, "limiting the opportunity to strengthen economic integration and productivity of the two metropolitan areas. This is evident in: Long and unpredictable travel times due to worsening traffic congestion; Lower than expected demand between Hamilton and Auckland cities due to unpredictable travel times". The Ministry predicts car travel times north of the Bombay Hills will be about 10% slower by 2048, despite motorway widening. The Ministry also found that car dependency put a disproportionate cost on the poor and hampers efforts to cut greenhouse gas emissions and accidents. It concluded that inter-city rail is the only option able to make improvements to all of these. Therefore in July 2020 the Ministry was instructed to develop the next stages for train travel in greater detail. Including a possible extension of Hamilton to Auckland rapid rail to Tauranga.

The Ministry suggested that improvements could be made to cut the Hamilton-Auckland journey to 1h 7m, but estimated initially a 1h 22m train journey between Hamilton and Papakura and 32m for an express journey from there to Britomart. The average speeds of the morning trains and the differences between the indicative and current (2021) timetables are:- On 9 July 2021 it was announced that the Saturday service would from then on run to Strand

According to Te Huia's website, AT services to Britomart depart Papakura approximately every 10 minutes (at peak times), the goal is to have a transfer window of 7–11 minutes.

Trains were suspended from August 2021 to January 2022 due to COVID-19 lockdowns. The revised timetable from 24 January 2022 reduces the commuter services to a single train, extended to Strand, but allows day trips from Auckland:-

In 2022 weekday services were extended through to The Strand Station, following resumption of services after the 2021 COVID lockdown and engineering works on the Auckland tracks.

Past comparisons
For the first century the speed of trains on the route gradually increased, as shown below, the fastest being 1h 48m. Therefore the 1h 54m envisaged by the Ministry should be very achievable, though Te Huia schedules have gradually been eased -

= Raglan roads = Te Mata metal road opening 1925

Raglan to Waipa, £300; Tuakau bridge to Waingaro, (£117), for £182; Tuakau bridge to Raglan, £50; Waingaro to Ngaruawhaia, £150; Waingaro to Waingaro landing for £300; Cogswell Road, 100; Waingaro Springs to Te Uku, £200; Wainui, £150; Waitetuna to Aotea, £400; Waitetuna to Kauri, £400; Waitetuna Valley £100; Waitetuna to Whatawhata, £1500; Whaanga, £400 in 1908.

1910 - cost of metalling the approach to the Waingaro landing.

Whatawhata-Waitetuna Deviation £2000 granted for the deviation of the Hamilton-Raglan road between Waitetuna and Whatawhata plus the previous year’s vote of £1500.

Engineer’s Report. The engineer presented his report as follows: —Since the meeting held in November the weather has been suitable for works, and the metalling left over from last autumn has progressed fairly well. We are inviting tenders at this meeting for carting about 450 yards of metal from McKibbins’ Quarry, Onewhero on to the Tuakau-Raglan Road between the bridge and Onewhero, and the portions of the road is being prepared to receive this metal. The other works in the Riding was principally Land Fund, widening the Klondyke Road, near Port Waikato. Riding a considerable quantity of metal has been broken during the winter —over 600 yards—at Glen Murray, and it is now being carted out, principally on to the Tuakau- Raglan road near Glen Murray. In the Whaingaroa Riding a good deal of surface work has been done, but no new works undertaken. Two men are working out the remains of the £8,000 loan in improvements to the Tuakau-Raglan road, between the junction of the Atorohoea road and Dunmore. The repairs to the Whatawhata bridge are not yet commenced but the material is all ordered and some of it on the ground, and I expect Mr Scott to show up next week. In the Whaingaroa Riding the principal work is the metalling near Raglan, in connection with the loan works. The metalling of the new road from Rutherford’s to Raglan is finished, and the portion from Rutherford’s to Raglan about half finished and progressing fairly. In connection with metalling there is also about 600 yards of spawls broken near the Kauroa butter factory. Other works carried out in connection with the loan works were 95 ch. of formation 30 feet wide at the Okete Post Office on the coach road, and some widening and improvements to the Kauroa near McDonald's. We are inviting tenders for some gravel or metal at Staunton’s, Te Uku, for this meeting. Re Harbour Board matters there are some repairs and improvements required on the Raglan Wharf (old town wharf) which will cost over £40. There is an offer from a mason for this work, with certain conditions, of £37 10s, which I think should be accepted. Re the Waingaro landing, we propose to leave the landing as a permanent thing where it is, but it must have a good deal done to it, before it will be a satisfactory landing. I consider that the present wall should be shifted out 12 feet or to low water, the wall should also be lengthened and raised about a foot. I propose to shift the shed out the same distance (12 feet) and raise it about 3ft. There would be also about 100 cubic yards of metal required to metal the turning place and alongside the shed. These would cost nearly £100, all of which perhaps, should not be charged to the harbour accounts.—The report was adopted. Raglan Old Wharf. The council resolved to authorise the expenditure of about £50 on the old wharf, the work to include the putting in of stone steps. Waingaro Landing. It was resolved to carry out the works suggested by the engineer.

1912 Raglan, £1450 HARBOUR WORKS. Wharf at Ruakiwi landing

ROADS, BRIDGES. ETC. Raglan to Waipa; Te Uku Landing Rd; Three Streams to Kauroa Butter factory: Waingaro Springs to Te Uku; Waingaro to Waingaro Landing; Wainui: Waitetuna to Kauri; Waitetuna to Whatawhata; Whaanga; Cogswell Rd; Mangaokahu; Te Uku Landing Rd: Raglan-Mangati formation, metalling, also construction of wharf and shed to open up Te Akau Block Crown Lands.

1913 £3000 Raglan wharf and breastwork.

ROADS AND BRIDGES. Opotoru bridge approach, north side; Raglan to Waipa; Three Streams to Kauroa butter factory; Waingaro Springs to Te Uku; Waingaro to Waingaro Landing; Wainui, R; Waitetuna to Kauri; Waitetuna to Whatawhata; Mangaokahu; Mangaokahu bridge; Matakotia; Whaanga; Cogswell road, through section 60; Mangakino, R.; Te Uku Landing road; Raglan-Mangaite, formation, metalling, also construction of wharf shed, Te Akau Block.

1914 Raglan protective works near launch wharf, wharf and breastwork, Te Akau wharf.

ROADS AND BRIDGES. Mangaokahu bridges, Matakotia; Raglan to Waipa, Te Mata to Kauroa factory, Three Streams to Kauroa factory, Tuakau-Whaingaroa road; Waingaro Springs to Te Uku, Waingaro to Waingaro Landing, Wainui; Waitetuna to Waipa, Whatawhata to Raglan; Cogswell's road; Te Akau Landing road; Mangakino. A small bridge of 12 foot span on the Waitetuna Valley road collapsed through decay, and was rebuilt.

1917 Waitetuna Valley Rd was not in a condition to have metal laid despite the Government grant.

1937 Waingaro Springs to Te Uku 2m 36ch was metalled. Hamilton-Raglan had sealing completed over the whole length.

1948 on the No. 573 Main Highway, Bryant Home, a contract has been let for the approaches and tenders invited for the Opotoro Bridge (286 ft.)

1949 2 m. of reconstruction of the Hamilton-Raglan highway were done.

1950 In Waipa County 1-mile of the Hamilton-Raglan highway was resealed and an extensive realignment was made at near Raglan. A further 2 m. 17 ch. of formation work, bringing the total to 4 m. 17 ch., have been completed, and 3 m. 14 ch. were metalled and had a road-oil sealing coat. The 100 ft Okete Stream Bridge and a twin culvert 7 ft. by 7 ft. by 62 ft. 6 in. were rebuilt. The Local Authorities’ Handbook for the year ended 31st March, 1946 showed— Waipa County had these 7-day, 16 hours traffic counts in 1950:— The Raglan-Hamilton bus ran 3 times a day until 2017, when an extra return trip was added.

= References =