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| photo courtesy Chris Ball |
First researched and written 2008 by Anne Stewart Ball, this in 2023 is a reviewed and updated version also by Anne Stewart Ball. For easier reading, have divided the article into two parts to put onto part of the past NZ history blog. The reference sources online have also been checked and updated. 1. Steel Horizons to Waihi - Paeroa Waihi railway Part I Decisions for a railway 2. Steel Horizons to Waihi - Paeroa Waihi railway Part II Construction of railway As with any railway surveyed and constructed in the Auckland Province during the era 1870 – 1908, the time span began with initial calls for a railway to be built. Then, before construction actually began, were other factors involved that decided if in fact a railway route would go through an area and if so, the route. Behind the scenes there were the surveys, decisions for which route and the endless gauge and gradient debate. Then there were the politics of who would construct and how with lastly the biggest questions of all - finance and economics. Where was the finance to come from to pay for construction? Would the route pay for itself once opened? The idea of a Paeroa – Waihi Railway was commented on in 1889. 11 By the end of 1895, more than 22 years since first lobbied for, the Thames – Hamilton Railway, at long last, finally reached Paeroa. 2 2 It was about this time when the Railway was opened at Paeroa, lobbying began in earnest. Groups such as the Northern Railway League, Auckland Chamber of Commerce, the Mining Syndicates and Companies, urged a railway route through the heavy gold producing areas to Waihi.
One Mining syndicate even went as far as
having a “flying survey” made of a proposed route and an offer to Government to
construct without financial aid, a 2 ft gauge tramway (Light railway based on
the same as those becoming popular overseas.) 3 3 The Waihi Gold Mining Company, before
construction had been completed by Government, contributed a loan, by way of
debentures, of $75,000 to see the Railway finished to Waihi. 44 Government themselves had a preference for railways to be constructed and controlled by State Ownership, and with the reforms in Public Works implemented, applied the co-operative contracts principle and system in construction.55 By 1900 the
Government were also considering construction of light 2ft gauge railways
similar to the North- East Dundas line in Tasmania. It was felt these would be
more cost effective, would open up scenery to tourists, provide facilities for
the settlers, and further assist in developing resources.6 6 The Paeroa –
Waihi Railway construction however, remained to the 3ft 6 in gauge.  THE FACTORS BEHIND THE SCENES The major political, financial and economic factors involved in the eventual construction and completion of the Paeroa Waihi Railway were: · One of the most important Government reforms - the institution of the cooperative contract system on public works. Introduced by Richard John Seddon – Premier and Public Works Minister. 77 This had a huge impact on railway contracts and construction during the 1890s and early 1900s. The Paeroa Waihi Railway was one of the Railway Routes constructed using this principle and system. · During 1889, the first field test in the world of the Cassel Company’s MacArthur - Forrest cyanide process was made at the Crown battery, Karangahake.88 This technological method for gold extraction was said to be able to extract higher yields of gold from the quartz. This led to increased production at both Waihi and Karangahake through the experiment and development of this new technological and scientific process. It also led to refinements in the machinery and equipment utilized in addition to the traditional stampers and batteries. The Government bought the New Zealand rights to the cyanide process, and users had paid off the Government investment by 1905. 99 · The 1890’s saw a shift in Mine
ownership. It was during this period that London consortiums, syndicates and
companies became interested in the purchase of New Zealand mines.1010 Particularly
those of the Ohinemuri Goldfields. With these came large amounts of capital and
plans for development. Amongst development plans was the call for a railway
in order that machinery and supplies would reach the field at a cheaper
rate. (in preference to carriage by bullock wagons or horse trams).1111  WHY A PAEROA
– WAIHI RAILWAY The Ohinemuri Goldfields were declared open in 1875, the Ohinemuri block having been purchased for the Crown by James Mackay. 1212 The first miners staking their claims on this goldfield, hoping to make their fortunes, were soon disillusioned. Just as was found on the Thames Goldfield opened in 1867, it was hard rock mining that was required. 1313 This meant stamper batteries and access to large amounts of capital to develop the goldmines. This saw the development of large goldmines at Karangahake, Waihi and Waitekauri. The development of the first cyanide process to extract higher yields of gold from the quartz bought with it the need for more plant, machinery, materials and processes to break up the hard rock and extract the gold.
There were few roads into the area and many routes were the bush tracks used firstly by Maori travellers and later the miners, bushmen and European settlers. These routes were developed to access the source of supply and little more than a narrow track necessitated often, the carting of quartz, timber and water by hand. The first roads in ran originally through the Rahu Valley, bypassing the Karangahake Gorge. A narrow road through the Gorge was opened in the early 1890s. 1515 Until the opening of the railway at Paeroa in 1895, steamers shipped much of the materials and equipment, needed by the mines, from elsewhere to Paeroa. The coal from Huntly arrived by a somewhat circuitous route and mixed transport of rail and steamer to Paeroa. From Paeroa through to Waihi coaches, horses and carts bought people, coal, tramway rails, cement, mining machinery and equipment via the roads. Often this was a feat in itself to bring in the large equipment to the developing large mining batteries at Karangahake, Owharoa, Waikino, Waitekauri and Waihi. Tramways were constructed to the mines to convey quartz, timber and water. 1616 These did not however alleviate the carting and transport costs of materials and people in to the area from elsewhere. Nor were road conditions very good either. (no tar seal or bitumen of 2008 - 2022). In Winter months it was said the roads became impassable through boggy and wet conditions and work at the mines “ground “to a standstill. 1717 A railway in from elsewhere, was seen as the answer, to overcome the problems and costs of transport. The lobbying for one began. It was known by the Mining Experts, Government and the Mining Syndicates and Companies that the mines of the Ohinemuri Goldfield would be working for a number of decades. Railways, were then, the current transport technology. There were various opinions and thoughts, current in that era, over who should be responsible for construction and ownership 18 18  THE RAILWAY ROUTE
DECISION |
Construction of this railway did not have the technology available that we have today in 2008. There were no computers, GPS or Google Earth to find the “best” route. Railway Maps were drawn by hand, showing gradient, curve and guage.
a. Mining Syndicate Route
From the talks
begun in 1895, a proposal from the New Zealand Exploration Company to construct a steam tramway
(light railway), came to fruition at the beginning of 1897. They had gone as far
as engaging Mr. Ashley Hunter C.E. (of Stewart & Hunter) to complete a
“flying survey”, the Company meeting the costs of this.1919
b. Government Survey and Decision
Shortly after the proposal of the New Zealand Exploration Company was announced, Government issued instructions for a line to be surveyed between Paeroa and Waihi. The survey was to include both options of a 2ft gauge and the usual (for NZ then) 3ft 6in railway guage. Gradient, curve and strictest economy were also the order of the day for this railway. 2222 (Factors that were major considerations in the construction of New Zealand Railways of those early days). 23
23 |
In 1898 it was announced that a detailed survey of the Paeroa –
Waihi Railway had been made. 2727 There was
no branch line to Waitekauri, Priorities in the rest of New Zealand for
Government saw the Paeroa – Waihi railway construction on hold until 1900.
After completion the 12 miles of track ran from Paeroa junction to
Mackaytown crossing the Ohinemuri river via a bridge at Karangahake. Then
through the hill via a tunnel across another railway bridge and running along
the South side of the Ohinemuri River through Awaroa to Waikino where Waihi
Gold Mining Company had built the Victoria Battery. From here the track crossed
to the Northern side of the Ohinemuri River and cross country to Waihi.
The Map below, dated 1979, shows the completed route Paeroa – Waihi Railway, including part of the East Coast line to Tauranga and part of the Thames- Waikato Railway through Paeroa. 2828
THE PEOPLE INVOLVED
– THE “PLAYERS”
Railways reaching completion are an outcome of the people involved.
The following were involved with the Paeroa – Waihi Railway by way of position
or occupation.
Some were very supportive in seeing a railway finally through to Waihi.
a. Government
Hon Richard John Seddon – Premier of New Zealand
for 13 years, it is said his most important reform was the
institution of the cooperative contract system on public works. As Minister of Public Works 1891 – March
1896, he inaugurated a system of constructing public works on the co-operative
principle, giving the work direct to the workmen and dispensing altogether with
the middlemen. (The previous
The cooperative contract system was applied to the Paeroa – Waihi Railway construction and promoted as a working example. 33 33 Seddon as premier, was present at both the turning of the first sod and six years later at the opening of the Paeroa – Waihi Railway (a few months before he died in 1906) 3434 , 3535
Hon. William Hall-Jones Minister for Public Works 1896 -1908. Also known for the introduction of the Old Age Pensions Act,36 36 Hall- Jones was Minister for Public Works throughout the survey, construction and completion of the Paeroa Waihi Railway. He was also a keen supporter of Seddon’s reform of the cooperative contract system on Public Works 3737
Hon Sir Joseph George Ward Minister of Railways 1900 – 1906. It was Ward that turned the first sod of the Paeroa – Waihi Railway, as newly appointed Minister of Railways.3838 Ward’s term as Minister of Railways saw a reduction in passenger fares. It was also Ward that introduced the Railway Superannuation Fund Act. Deemed to be the rate- of pay at which the railway staff member is employed but not including allowances or payment for overtime, and contributions to be deducted on that basis.39 39
Hon Alfred Jerome Cadman Minister of Railways 1895 – 1899, until he resigned as Minister of Railways due to ill health.4040 Cadman was Minister of Railways during the Government Survey of the proposed Paeroa – Waihi Railway Route. A sawmiller he was elected to the Coromandel Seat in 1881, Cadman was also Minister of Mines 1893 He consolidated the Mining Act in 1898 and was responsible for buying and making available a patented gold extraction process that it was hoped would boost the industry by increasing smaller claims profitability. During Cadman’s term as Minister of Railways work on replacement locomotives and neglected maintenance work was carried out.4141 It has been shown in extensive research undertaken that, including his term on the Auckland Provincial Council, Cadman was long, a passionate supporter of Auckland Provincial Railway routes. (this article author’s research notes)
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NEW ZEALAND MAIL, ISSUE 1629, 20 MAY 1903, PAGE 36 (SUPPLEMENT)Courtesy papers past National Library NZ |
c. Public Works Department
The following chart has been compiled by author of this article to show the reporting and management relationships Paeroa – Waihi Railway Survey & Construction
Mr. William Henry Hales – Engineer, Roading
Contractor,
Engineer-in-Chief.
Public Works Office, Wellington. Hales oversaw the tendering of contracts for
the Ohinemuri Railway Bridges and the supplies to construct the Railway. Born in 1830 in New Brunswick
Hales, joined the Public Works Department, on its establishment in 1871, In
1892 Hales became Engineer-in-Chief, and several months later, was appointed
Marine Engineer for the Colony.43 43
Mr. Shaw - Engineer in Charge of Karangahake Railway
Tunnel Excavations.
Unfortunately
during construction of this tunnel one of Mr. Shaw’s son’s was badly injured in
a blasting accident and another lost his life in a tunnel wall collapse.4444
Mr. J.J. Hay Public
Works Department Surveyor
of Railway Route Paeroa – Waihi.
Ohinemuri County Council
Mr. Hugh Poland was member including
Chairman for a term of the Ohinemuri County Council 1898 – 1908. This
was during the survey and construction of the Paeroa Waihi Railway. In 1905
Poland was elected to parliament where he continued as MP for the Ohinemuri
Electorate until 1925. During his term in parliament, Poland sought to gain legislation to protect the miners a
pension to stand them in stead
when overcome by phthisis. Poland also was also successful in achieving the first
section of the Waihi-Tauranga railway line to be initiated. 4646
Waihi Borough
In 1902 Waihi was gazetted a borough. The first mayor was Mr. W.H. Phillips who held
this position 1902 -1904. Mr. Thomas Gilmour,
mayor 1904-1908. Both were
to see the opening of the Paeroa – Waihi Railway.
Gilmour took office
as Mayor just after retirement from the position
of manager, Waihi Gold Mining
Company. He was the first president of the Waihi School of Mines, established
in 1897. 4747 Gilmour’s mayoral term also saw the Waihi Hospital established, an
important amenity for a newly formed town based
on mining activity.
Mr Duncan William McArthur Surveyor,
Engineer
Born at Oban, Scotland in 1848, McArthur saw experience with South
Island railways, including with Brogden & Sons. McArthur was appointed
engineer to the Ohinemuri County in 1895. Appointed Borough Engineer to Waihi
in August,1903. 4848 Remaining in this position
until 1912, he saw the construction of the Paeroa – Waihi Railway and its
opening in 1905.
e. The Mining Companies
Waihi Gold Mining
Company
The successful Waihi Gold Mining Company was the outcome of a £3000
purchase of the Martha Mine and Battery
in 1890 by Thomas Henry Russell (son of Thomas Russell C.M.G., an enterprising
and speculative businessman of many dealings in the Auckland Province.) 4949 With shareholders and a Board of
Directors based in London ( as many of the mining
syndicates then were), the company put its capital and income into the development of the Martha Mine and Victoria Battery, Hora Hora power station and the water
races, dams, tramways and batteries that accompanied the mining activities. The
Company was supportive of a railway to Waihi, to have cheaper transport
and more suitable
conveyance of people,
supplies and machinery. It was the Waihi Gold Mining
Company that by way of debentures under Government legislation, loaned £75000
to have the railway completed. 5050
While the Board of Waihi Goldmining Company attended to the business
of making money and raising capital, at the “mining face “of Waihi were many,
expert in their field. Those
experienced in organising the running of a mine operation. Others experienced
in and key to the development of allied resources of batteries, tramways, water
races and electricity to extract the gold from the ground.
Mr. Hubert Percy Barry – Superintendent Waihi Gold Mining Company
Arriving from South
Africa, Mr. Barry, called for by Thomas
Henry Russell, held the role of Superintendent
from 1890 until 1913. Drawing together the many workings of the mine Barry was
to initiate and innovate many of the developments. 5151 Barry was also Vice
President of the Waihi School of Mines.
Mr. Henry (Harry) Roche Engineer, Surveyor
Born at Cork, Ireland, in 1856, Roche became Engineer to the Waihi Gold Mining Company in 1896, a position held for eighteen years until 1914. He carried out all classes of engineering works, including the design and construction of the Horahora hydro-electric power station. 5252 Roche worked for Stewart & Hunter as Resident Engineer on railway survey, location and construction of the Rotorua Railway 1881 –1886 and saw the Tarawera Eruption first hand giving later an eyewitness account from the Puna Atua Hoe Survey Camp. Roche was also in the first rescue parties to Te Wairoa. 5353
The New Zealand
Exploration Company
The New Zealand Exploration Company had its origins in the Anglo Continental Gold Syndicate, also a London based Company. 5454 The New Zealand Exploration Company had mining interests in three areas – Auckland, West Coast and Otago.
Those of the Auckland area were termed the Auckland Goldfields
and included mining interests in Te Aroha, Thames,
Karangahake, Owharoa, Waitekauri, Waihi and Tairua.
Mr. R.B. Hunt – General Manager NZ Exploration Company of the area designated the Auckland Goldfields. Hunt arrived in New Zealand in April 1896. 5555
Acknowledgements
National Library of New Zealand,
Alexander Turnbull Library Archives
NZ
Auckland War Memorial Museum & Auckland Institute (the library)
MOTAT (Museum of Transport & Technology – Walsh Memorial Library ) NZ Institute Surveyors
NZETC
Paeroa & Districts Museum Waihi Museum
Waihi Public Library
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