The Pouakani Report 1993

6 The North Island Main Trunk Line

6.2 Proposed Routes in the 1870s

From Ngaruawahia southwards, the route is necessarily determined in a great measure by the main question of the most suitable place at which to terminate. The frontier settlements are three in number, namely, Cambridge, Kihikihi, and Alexandra [Pirongia]. I understand by the term most suitable frontier, in the first place, the position most suitable for future extension into the interior, and in the second place, one that will serve well the wants of the present settlements by running the line to it.

I was very soon satisfied that if the line was taken to Alexandra, it could only be with the view of being hereafter extended over the frontier by way of Kihikihi and Orakau, as however inviting the valley of the Upper Waipa is for railway making - so far as excellence of soil, ease of construction, a certainty of carrying a great population in future, is concerned - the Rangitoto Ranges blending with those of the Upper Mokau, present a barrier against extension towards Taupo far too formidable to think of when easier routes are available. No doubt the immense district of good land lying between Alexandra and Kawhia will eventually want a railway, but it will be a branch and not the main trunk line of the Northern Island that will best serve it. If an available pass existed leading from the Upper Waipa Valley by the westward of the Rangitoto Range into the Taupo Plateau, it would be a question then between Alexandra and Kihikihi, requiring for its solution an examination of such pass, and in a general way the whole route lying through a country only recently allowed, in a passive sort of way, to be traversed by Europeans. But all whom I have consulted, and who have travelled the route, agree in declaring the country to be exceedingly mountainous and impracticable.

The route by Kihikihi means the old native track from Te Awamutu to Napier via Taupo, by which the overland mails were carried for many years, and it passes our frontier line at Orakau.

This track has not been lately used as a road to Taupo, but I am informed the country is good between the eastern side of Rangitoto and the Waikato; that the range of the mountain blends gradually with the central plateau, and presents no special difficulties. That the valley by Orakau to this plateau of Upper Waikato is generally favourable, is evident from the fact that hills of very moderate elevation on the banks of the river far above Maungatautari are visible at Alexandra. I examined the Native track beyond Orakau for some miles, and the country looks very favourable for the purpose in view.

The route to Taupo by Cambridge runs through the Maungatautari Gorge, keeping the proper right of the river; southward of the above range, by crossing the Waikato, the line might take the same country as by Orakau. I do not think the Cambridge route is likely to prove so easy in point of construction as that by Orakau, - speaking of extension to the interior, - and I believe it only remains to consider if questions of locality are likely to prove more favourable, and influence decision in favour of the former. And towards this, I am inclined to think that had the question been between Cambridge and Alexandra alone, without reference to extension, the proximity of the latter to the large Native population, and its consequent strategical position, would, even if other things were not equal, point to it as the terminus of the railway. And it is clear that a line by Te Awamutu, Kihikihi, and Orakau, presents practically the same advantageous features, and on this head is preferable to a more easterly route.

The question of strictly local traffic is the only other point which presents itself in the comparison, and looking to the equally excellent quality of the land in all the frontier settlements, and the steady progress each is making in settled population, it is impossible to say that Cambridge in this respect possesses any advantages over a strictly central route. Considering, again, that Cambridge and Alexandra are each at the head of a navigable river, a central route between would afford more accommodation to the country than one alongside either river.

For the foregoing reasons, then, I believe some suitable position in the valley of the Mangahoi just below Kihikihi and about mid-way between Te Awamutu and Orakau, to be the most suitable place for a temporary terminus; the line to be hereafter extended across the frontier at Orakau.{FNREF:0-86472-117-XA:6:3}

I had very little opportunity of forming an opinion as to the suitability of the country for making a railway through it; but I believe a shorter line (as shown dotted on the map) could be got by keeping to the west of Lake Taupo, which would have the advantage of easier gradients than the line we followed.{FNREF:0-86472-117-XA:6:5}

if the country on the West Coast were open for survey, a much better line would in all probability be found either by the Mokau River or by the level country supposed to exist between the Wanganui River and the Taranaki coast.{FNREF:0-86472-117-XA:6:6}

Looking southward we are confronted by great difficulties. Beyond Te Awamutu lies a stretch of Maori territory reaching far into Wellington Province. Even if the Maoris were willing, Parliament would not consent to build a railway unless it was under some agreement by which the Crown was to acquire blocks of land.{FNREF:0-86472-117-XA:6:8}

The New Zealand war concluded, or rather died out, in 1865, when the confiscated line was drawn, the military settlements formed, and the King natives isolated themselves from the Europeans. For ten years it may be said that no attempt was made to negotiate with them. They were not in a humour to be dealt with. About 1874 and 1875, however, it became evident that something would have to be done. The colony had greatly advanced in population, and a system of public works had been incorporated, which made it intolerable that large centres of population should be cut off from each other by vast spaces of country which Europeans were not allowed even to traverse. From time to time during the whole period the awkward position of affairs had been forced on public attention by outrages and breaches of the law occurring on the border, the perpetrators of which took secure refuge by fleeing to the protection of Tawhiao, who then - as now - defied the queen's authority within his dominions.{FNREF:0-86472-117-XA:6:9}

An editorial in the Waikato Times set out a local settler perspective of the desirable route for the proposed railway:

Speaking generally, the opinion of people in this part of the colony inclines to favour the Mokau route, the reason being that a line taken thence would bring us directly into communication with Taranaki and the West Coast country, the produce of which would find an outlet through the port of Auckland. There are not, however, wanting advocates (indeed we are not sure that they are in the minority) of a line via Rotorua to join either the Napier system or that of Wanganui. The opponents to the first named of these routes urge, as against any advantage that might be derived from securing the trade of the West Coast, that the cost would be enormous - far exceeding the amount proposed to be raised by loan - and the greater bulk of the country through which it would pass is utterly valueless for the purposes of settlement. The first of these objections will not apply to the line eastward of Taupo, but the second will, and in a much higher degree. There is not, however, much to choose between broken barren country on the one hand, and a wide area of pumice on the other... but looking at the matter from an Auckland stand-point, the traffic likely to be diverted hither is much greater via Mokau than by way of Taupo. Wanganui has set itself to untie the Gordian knot by proposing, by way of compromise ... this middle route.{FNREF:0-86472-117-XA:6:10}

The proposed line ... would make the most direct and nearest way from Wellington to Auckland and the Thames, presenting no serious engineering difficulties, would be easy of construction, and open up thoroughly good country of large and extensive area, fit for holdings of moderate acreage. It would form a work of great political importance, dealing with the most powerful tribes of the inland and King country .... Respecting the quality of land through which the railway would pass Capt. Blake describes the Puniu and Waipa Valleys and Upper Mokau country as good land principally of limestone formation. Between the Tangarakau and Ongaruhe the country is rich in coal, valuable timber forests, and good agricultural lands .... The Tuhua country is as we all know, openly reported to be auriferous, though guarded as it is by the natives, it may be years before any reliable information concerning its wealth will be forthcoming.{FNREF:0-86472-117-XA:6:11}

The first-class land lies within the open country through which the Waipa and Mokau rivers with their tributaries flow. The area is about 390,000 acres, more than one half of which is good agricultural and the remainder good pastoral land.

The second-class is chiefly in the limestone country to the west of the Mokau and Mangapu rivers, and on the plateau which lies between the valleys of the Mokau and Ongarue. Its area is about 724,000 acres; the greater part of this is capable of being made good pastoral land, and here and there are small patches suitable for agricultural purposes.

The area of the land which I have called third-class is about 986,000 acres. It includes the high wooded ranges of Hurakia. Hauhangaroa, and Rangitoto, the rugged mountainous country on the West Coast between Kawhia Harbour and the Mokau River, and the pumice-plains in the valley of the Ongarue and on the west side of the Waikato River. Here and there throughout this large area might be found arable patches, and a great deal of it is capable of being converted into pastoral land; but in the present state of the farming industry throughout the country, and while better land can be had cheap in more accessible places, this will be valued more for its timber or the minerals it may possibly contain.{FNREF:0-86472-117-XA:6:12}