RIMUTAKA TUNNEL

Wairarapa Times-Age, 4 October 1938, Page 7

RIMUTAKA TUNNEL

STATEMENT BY RAILWAYS MINISTER EARLY HISTORY OF INCLINE ROUTE. GOVERNMENT’S INTEREST. “The decision made by the Government in June last to proceed with the construction of a tunnel through the Rimutaka range, to eliminate the present costly and difficult railway route over the hills, was, I am sure, welcome news to the people of Wairarapa,” stated the Hon. D. G. Sullivan, Minister of Railways, in an interview with a “Times-Age” representative last night. “No section of railway in New Zealand,” the Minister continued, “has been so vigorously and persistently condemned as the line from Kaitohe to Featherston, which was opened for traffic on October 12, 1878—just 60 years ago. Eight years earlier, the Government of the day had appointed that indomitable pioneer-surveyor, John Rochfort, to thoroughly explore a route over the Rimutakas. In his report, the surveyor - estimated the cost of 17 miles of rail, at £4OOO per mile, and 148 chains of tunnels at £BBO per chain. Mr Rochfort claimed —and the claim has never been challenged—that he and his party were the first Europeans to traverse the route. COST OF CONSTRUCTION.

“Further surveys to determine the exact mountain passage were made. It was claimed that the cost of constructing a grade of 1 in 40 was far too great, much more so was the suggested grade of 1 in 27. A suggestion was then made to copy a method which was used in certain mountainous parts of Europe at the time —the Fell system, necessitating the laying-down of a centre rail. A grade of 1 in 15 could be worked by this system and it was argued that this would cause but little inconvenience or delay to the traffic. The suggestion was adopted and that, briefly, was the origin of the ‘Rimutaka Incline.’ ”

Mr Sullivan said that the residents of Wairarapa and many business people of Wellington realised, soon after the opening of the railway, the greatness of the handicap the mountain line imposed on the users. “In August, 1911,” he added, “the late Mr A. W. Hogg, M.P., of Masterton, tabled a motion in the House regarding the line. It was not his first attack on the incline route, nor was it his last. Throughout the years that followed, there was an almost incessant agitation for a deviation. The agitation was continued throughout the succeeding years. There were many battles over conflicting routes, but always there remained the inflexible resolve of the Wairarapa people that the vexatious incline had to be scrapped. Promises were made by past Governments, but were not kept. When the present Government came into power it received deputation after deputation urging the immediate deviation of the Rimutaka line, and, after a thorough investigation of the position, it was decided to construct a tunnel that would enable the passage of a railway to carry faster trains and heavier loads, provide more comfort for passengers and permit of more economical running. NO DELAY IN WORK.

Questions had been asked about the delay in starting the work, the Minister said. There had been no delay. Works involving an outlay of a million pounds had to be seriously approached. ‘We are making a thorough survey and a very careful examination of the tunnel scheme,” he continued. We are viewing it from every angle to ensure that nothing is overlooked. The tunnel will be approximately the same length as the Osra tunnel on, the Midland line, but whereas that tunnel took about twelve years to build, we want to put the Rimutaka tunnel through in less than half that time. We have also to consider the question of electrification of the line from Upper Hutt to Featherston—a very important consideration.

The length of the tunnel will be 5 miles 18 chains, and it will shorten the distance by rail between Wellington and Wairarapa by eight miles. The height of the tunnel above sea-level will be 494 feet at the Mangaroa end, and 384 feet at the Cross Creek end. The grade of the railway in the tunnel is to be 1 in 132, and maximum; grades will be .reduced from those of 1 in 15 and 1 in 28 on the present line to 1 in 60. The tunnel route will reduce the steam train journey from Wellington to Masterton by 66 minutes, and from Masterton to Wellington by at least 81 minutes. The saving in time by railcars compared with the present service will be 36 minutes each way. In other words, the rail-car journey between Masterton and Wellington will take less than 2 hours. DETAILS OF SERVICE. “The Fell system ties us to one particular type of locomotive known as the ‘H’ class. We have six of these running on the ’Rimutaka route and they have undoubtedly rendered excellent service. Four were built in 1875 and two in 1886. The four earlier engines were re-boilered about 1900 and the other two were similarly reconditioned in 1922. New and more powerful steam locomotives to replace those now in use would cost about £BO.OOO. It is probable that with the tunnel route, Wairarapa traffic will be worked by four timetable goods trains daily and an augmented rail-car passenger service. During holiday periods and at race times the rail-car services will probably be supplemented by steam passenger trains. “The detailed information I have given should convince the Wairarapa people that the Government is sincerely and sympathetically interested in the tunnel project. Its completion is a positive necessity to the further development of the rich and fertile lands of the Wairarapa district, and for the greater promotion of secondary industries. In the expansion of your farming and commercial resources you will find increased prosperity, and in the attainment of that result the railway through the new Rimutaka tunnel route will play a very important part.” The Minister said the National Party was divided on the tunnel project and was opposed to what it termed “Labour’s waste and extravagance” on Public Works. The only way to make certain of getting the tunnel was to return the Labour candidates in Masterton and Wairarapa to office.