CONSTRUCTION MATERIALS:
Brick, concrete, corrugated iron, earth, glass, gravel, iron, steel, and timber
CONSTRUCTION COMPANIES:
Codelfa Construction Ltd
Codelfa Construction Ltd was the Italian construction company who built the South Rangitikei Viaduct on the Mangaweka to Utiku Deviation.
Ginn Brothers Ltd., Taumarunui
Ginn Brothers Ltd. won the contract to construct the Taumarunui Railway Station in 1975. They completed the building in 1977.
Scott Bros. Ltd, Christchurch
This firm was owned by brothers John Lee (1844-1913) and George (1851-1930) Scott who both immigrated to New Zealand in 1870 from Derby, England, their hometown where they underwent their engineering training. They set up a large foundry and workshop in Christchurch in 1876 and the business manufactured farming machinery, locomotives, and other items such as the street lamps in central Christchurch. Aside from their work manufacturing steelwork for, or constructing, several prominent railway and combined bridges, the company's staple business was manufacturing Atlas ranges. Both brothers were prominent Christchurch citizens with John Lee sitting on the board of, and occasionally lecturing at, Canterbury College, and George being a member of the Christchurch City Council.
Wilkins and Davies Construction Co. Ltd.
Wilkins and Davies were the construction company responsible for building the Kawhatau and North Rangitikei Viaducts on the Mangaweka to Utiku Deviation.
ENGINEERS:
Beca Carter Hollings & Ferner Consulting Engineers
Beca is an international employee-owned engineering and related consultancy services group, whose range of services includes engineering, planning, project management, architecture, GIS and surveying, cost estimating, asset management and valuations. Beca evolved from a company established in 1918. In the middle of the 20th century the company was then progressed by George Beca and Sir Ron Carter. Some of Beca's notable projects include the structural engineering for the design of the Auckland War Memorial Museum, the construction of gun emplacements during World War II, the grandstand at Ellerslie Racecourse, the Macau Tower, and many others. The company has national and international offices.
Samuel John Harding (1861-1948)
A New Zealand born and trained engineer, Harding was the Assistant Engineer in Hunterville from 1896, which coincided with the period when the Makohine Viaduct's construction was initiated. From 1903 he was stationed at Taihape and it is said that the 'section [of the NIMT] from Taihape to Waiouru was largely his creation.' After the completion of the NIMT Harding held several other PWD positions around New Zealand before his retirement in 1926.
John Davinci Louch (1854-1937)
Born and trained as a surveyor and engineer in Ireland, Louch immigrated to New Zealand in 1875. He initially worked as a PWD surveyor and then engineer in the northern North Island. In 1901 he was named Resident Engineer in charge of completing the NIMT from the northern end and held this position until the railway was completed in 1908. Late in that same year Louch was appointed the District Engineer of Wellington, a position he held until his retirement in 1920.
Peter Keller (1880-1961)
Keller was born on the West Coast of the South Island and is said to have been a protégé of Richard Seddon. Keller was an up-and-coming cadet, and then assistant engineer, involved in the construction of the NIMT between 1902 and 1908. He was mostly engaged around Taihape and then Raurimu, and as such worked on sites and structures including the Turangarere Horseshoe, the Raurimu Spiral, and the Makatote Viaduct. After the NIMT was finished he worked in Westland, Central North Island, and Taranaki. When he retired in 1943 Keller was the District Engineer at Dunedin.
SURVEYORS:
John Rochfort (See DNZB entry)
PHYSICAL DESCRIPTION AND ANALYSIS:
This NIMT Historic Area winds, climbs, and stretches over the narrow NIMT railway corridors of the central North Island, between a southern point of the Makohine Viaduct and the Taumarunui Railway Station to the north. The NIMT construction era line and subsequent deviations within this historic area encompass an approximately 200km long route.
The form of the NIMT in the central section is largely defined by the topography in which it is situated. The vicissitudes in the landscape through which it passes over and through are evidence of the long history of the area's volcanic activity and violent upheavals, and the natural gouging progress of numerous waterways. From the south and north, the railway climbs towards its middle in the Central Plateau, and as it does it travels through farm, hill and tussock country, forests, over deep gorges, past some of New Zealand's most spectacular mountain scenery which allows views of Ruapehu, Ngauruhoe, Tongariro and sometimes Mount Taranaki in the distance, and beside and over several significant rivers; areas which are sparsely populated with the exception of the small towns which dot the NIMT and mark its progression for rail passengers. It is the diversity and drama of the landscape which makes the central part of the NIMT the aesthetic highlight of the long train journey from Wellington to Auckland and one of the most impressively scenic areas in New Zealand whether travelling by rail or road.
Beginning from the Makohine Viaduct at the southern end of this NIMT Historic Area, the railway's ascent towards the Central Plateau begins to be more pronounced. The crossing of the Rangitikei valley by way of the 1981 deviation is relatively level and the deep crevasses of that river and others are navigated with a close succession of viaducts which culminate with the deviation rejoining the NIMT construction era route just south of the Toi Toi Viaduct near Utiku. To the west of the deviation the NIMT construction era route rose and fell sharply north of the Mangaweka Viaduct and through a series of tunnels. With this area's redundancy from the functioning NIMT it has been subsumed into the surrounding farmland [to some extent, although the fomation is still easily discernable and the tunnels survive]. From Taihape there is the long climb to Waiouru, beginning at a grade of 1 in 60 but largely at 1 in 70 from Mataroa to Hihitahi. The serpentine nature of the railway in this area is dictated by the Hautapu River which it either runs parallel to, or shadows throughout the Turangarere and Waiouru Sections. The grade also influenced the form of the corridor and necessitated the creation of the Turangarere Horseshoe to make it traversable. Waiouru Station was the highest railway station above sea level in New Zealand, which is indicative of the extent of the climb to get to it, as is the view which is dominated by the mountains.
The railway from Waiouru to Ohakune is mostly characterised by a descent. Although following a predominantly straight course through Karioi and Rangataua, between Waiouru and Tangiwai is a sinuous section of track which has been noted as a speed trap and was the scene of the 1981 Silver Fern railcar derailment that killed four passengers. This section also features the Tangiwai Memorial Reserve on the banks of the Whangaehu River. North of Ohakune on the generally 1 in 60 gradient climb across the western flank of the Waimarino Plateau, the railway is punctuated by a close succession of viaducts and bridges crossing the numerous rivers and streams that flow down from and around the mountains, including the Manganui-o-te-ao River. Aside from the area between Ohakune and Horopito which cuts through the Tongariro National Park, the railway in this area is generally flanked by SH4 on one side, and the national park on the other. This area is the site of the Ohakune to Horopito Deviation as well as the line of the NIMT construction era route and the Ohakune to Horopito Coach Road which are also included in this NIMT Historic Area. Many of the features of the old corridor can be seen from the present functioning NIMT. Then, again with a few exceptions, the NIMT follows a straight north to north-eastern course until it reaches Raurimu and the famous Spiral.
From National Park there is a long, steep descent off the Central Plateau with numerous curves down through Raurimu and Owhango to Kakahi, and an easier descent beyond this to Taumarunui. On the approach to Taumarunui at the northern end of this historic area, the NIMT follows the route of the Whanganui River closely before passing through Manunui and eventually across the river just south of Taumarunui Railway Station.
This Historic Area features a selection of historic places which are linked by their NIMT use, ex-use, or closely related purpose and site. Key components of the historic area include specially engineered or architecturally designed railway structures and places along the NIMT construction era and current NIMT route such as bridges, buildings, significant earthworks, a road, tunnels, and viaducts. The continuity of view which the railway provided or currently affords, which incorporates the two adjacent commemorative reserves, is also an important feature.
As well as the representative or exceptional structures and sites included as places within the historic area, there are innumerable subsidiary railway construction components and operational devices within its boundary such as culverts, cuttings, embankments, level crossings, underpasses, electrification and signalling paraphernalia, and the track itself and what it rests on, to name but a few. As this suggests, a railway is an intricate combination of many physical components which would be impractical to catalogue and assess in great detail for heritage values because many of these features, by their nature and for the smooth operation of the railway, are meant to be relatively temporary, or else they have been assessed as not being sufficiently significant contributing factors to the development and history of engineering and railways in New Zealand, or to the history of the NIMT, to warrant inclusion as places in the historic area. While not being dismissive of these components the places highlighted within this historic area are those which are generally considered representative of the developments in the engineering and railway history of New Zealand and contribute to this story, or those which are recognised as places of heritage value on their own merits.
Railways, and the structures and sites within them, are typically built and operated based around the principle of continuous improvement and repair when needed. Therefore additions and alterations within this NIMT Historic Area are an integral part of its story and are representative of larger historical changes in railway operations and technology. The main periods of change include: bridge strengthening and other changes [during the late 1920s-1930s in preparation for the introduction of the K class locomotives], assessments of the economic viability of NIMT construction era bridges and subsequent upgrades or replacement, as well as the introduction of new operational technologies and centralisation which saw the closure or downsizing of stations from the 1960s, and finally, the electrification project during the 1980s.
Over time, the general types and uses of fabrics within the NIMT did not change dramatically until the mid to late 20th century when the use of concrete took precedence. The use of concrete in the construction of the bridges and viaducts, a conscious policy in effect from the 1960s, was ultimately in aid of reduced maintenance costs and prolonging the functional life of the assets. The use of concrete is a key distinguishing factor between pre and post-1960s bridges and viaducts in this area. Concrete was used in NIMT construction era bridges and viaducts but was restricted to the footings, smaller piers, and abutments, with preference for steel trusses and plate girders in construction, with a few examples also featuring timber in their superstructure which has all needed to be substituted with more durable materials, or the entire structure replaced. Concrete was also used for lining the NIMT construction tunnels and culverts, and in recent times sleepers have been manufactured in concrete rather than the traditional timber. The youngest railway station in the area, the Taumarunui Railway Station, had concrete used in its construction, which is a departure from its timber built and clad NIMT construction era predecessors.
The electrification project facilitated the most significant change in the form of the NIMT in the central North Island. Aside from the comprehensive installation of the electrification equipment and some alterations to tunnels, which included the lowering of floors and the creation of more services refuges, electrification also necessitated the only two major deviations away from the NIMT construction era route. In the case of the Mangaweka to Utiku Deviation, the repositioning of the rail corridor occurred because the Mangaweka Viaduct was no longer viable, and the collective of tunnels, reasonably heavy grades, and sinuous form of the track was unsuitable for an electrified railway. Although some heavy cutting and the immense embankment at Blind Gully were needed, as well as three major viaducts, the deviation route could achieve a relatively level and direct route in comparison. Likewise, the Ohakune to Horopito Deviation reduced the unnecessary tight curvatures of the existing route and the new Hapuawhenua Viaduct replaced the ailing NIMT construction era counterpart.
Land included in the Registration:
This NIMT Historic Area covers a long and narrow area defined by the past and present designated NIMT railway corridors within the thematic physical southern and northern boundaries of the Makohine Viaduct and Taumarunui Railway Station. The land in the area also includes recognised NIMT related places which are not part of the railway corridor, but are immediately adjacent to it, such as the land incorporated in the extents of the two commemorative sites and the Ohakune to Horopito Coach Road.
It is important to acknowledge the vast range of places on or directly related to the NIMT between Wellington and Auckland which for thematic reasons are external to the land and sites included in this historic area. For instance, none of the 'railway towns' with their collections of railway worker cottages, or the many private sidings which branch from the NIMT, have been included in the area's extent despite the contribution they could make to a holistic history of the NIMT and its effects. Places of note external to the extent of the area or theme have been listed in a file note.
Historic Places on Land included in the Registration:
1. Makohine Viaduct, Vol. II, Appendix 5.4.1, page 6
2. Mangaweka Viaduct footings, Vol. II, Appendix 5.4.2, page 9
3. Toi Toi Viaduct, Vol. II, Appendix 5.4.2, page 12
4. South Rangitikei Viaduct, Vol. II, Appendix 5.4.3, page 17
5. Blind Gully Embankment, Vol. II, Appendix 5.4.3, page 20
6. Kawhatau Viaduct, Vol. II, Appendix 5.4.3, page 23
7. North Rangitikei Viaduct, Vol. II, Appendix 5.4.3, page 26
8. Mataroa Tunnel, Vol. II, Appendix 5.4.4, page 30
9. Turangarere Horseshoe, Vol. II, Appendix 5.4.5, page 34
10. Whangaehu River Bridge, Vol. II, Appendix 5.4.7, page 41
11. Tangiwai Historic Reserve, Vol. II, Appendix 5.4.7, page 44
12. Ohakune Railway Station and Signal Box, Vol. II, Appendix 5.4.8, page 47
13. Ohakune to Horopito Old Coach Road, Vol. II, Appendix 5.4.9, page 48
14. (Old) Hapuawhenua Viaduct, Vol. II, Appendix 5.4.9, page 49
15. Taonui Viaduct, Vol. II, Appendix 5.4.9, page 51
16. (New) Hapuawhenua Viaduct, Vol. II, Appendix 5.4.9, page 54
17. Mangaturuturu Viaduct, Vol. II, Appendix 5.4.10, page 58
18. Manganui-o-te-ao Viaduct, Vol. II, Appendix 5.4.10, page 59
19. 'Last Spike' Memorial, Vol. II, Appendix 5.4.10, page 62
20. Makatote Viaduct, Vol. II, Appendix 5.4.10, page 63
21. National Park Railway Station, Vol. II, Appendix 5.4.11, page 66
22. Raurimu Spiral, Vol. II, Appendix 5.4.12, page 71
23. Piopiotea Stream Bridge, Vol. II, Appendix 5.4.12, page 72
24. Matapuna Bridge, Vol. II, Appendix 5.4.13, page 76
25. Taumarunui Railway Station, Vol. II, Appendix 5.4.13, page 77
Relationship between Historic Places:
These places are NIMT construction era sites or are places subsequently constructed which are, or were, part of the functioning central section of the NIMT, or are NIMT related places immediately adjacent to the railway within the area bordered by the Makohine Viaduct and Taumarunui Railway Station. With the exception of the commemorative sites, the places in the historic area were all constructed to have the railway track running over, through, or directly adjacent to them and had their designs and construction sanctioned by the PWD or NZR. The completion of construction of all these places date from 1900.
Key Elements of the Historic Area:
A key element in this historic area is the linear, undulating, view shafts created by the rail corridors and their associated earthworks which also often open to afford comprehensive views of the surrounding landscape especially when crossing bridges. The adjacent scenic or historic reserves contribute to this too. Other important elements include the early 20th century tunnels, and concrete and steel bridges or viaducts, the mid to late 20th century concrete bridges and viaducts, and railway stations and associated buildings and yards.
