User:Johnragla/Stillwater station, New Zealand

Taumarere railway station
Taumarere railway station in 2024
General information
Location	New Zealand
Coordinates	35.3609°S 174.0939°E / -35.3609; 174.0939
Line(s)	Opua Branch
History
Opened	24 December 1867
Services
Preceding station   Historical railways   Following station Kawakawa Line open, station open 2 mi 19 ch (3.6 km) towards Whangārei   Opua Branch NZR   Te Akeake Line open, station open 1 mi 44 ch (2.5 km) towards Opua

Taumarere railway station was a station on the Opua Branch in New Zealand and is a stop on the Bay of Islands Vintage Railway near Taumarere village. The station was originally closer to the village, between Bridge 5 (Tirohanga Stream) and the Rugby Club, but, after closure on 7 April 1974, it was moved east, near the bridge over the Kawakawa River. A wooden platform was built at the rugby ground in 2011.

Coal was discovered at Kawakawa in 1864. Rails and wagons from the Auckland & Drury railway were used for the 1,435 mm (4 ft 8+1⁄2 in) gauge, horse-drawn tramway from the mine to the Derrick wharf on the Kawakawa River at Taumarere. The tramway opened on 26 December 1867 and was completed on 16 January 1868, after which the mine was transferred to the newly formed Bay of Islands Coal Company. Horses and the wooden tramway line were replaced on January 28, 1871, by the first steam engine to run in the North Island. Puffing Billy, a vertical boilered 0-4-0 locomotive, built in April 1870 to the order of G.E. Stevenson of Liverpool for export by Alexander Chaplin and Company, Cranstonhill Engine Works, Glasgow, believed to be maker's No. 1182. 12 horsepower. Geared 1 to 2. Driving wheels 3 feet 1 inch diameter. Wheelbase: 6 feet 4 inches. Overall length: 13 feet 3 inches. Weight: 8 tons. Vertical water tube boiler steamed at 85 to 100 psi. The two 6 inches x 13 inches cylinders were mounted vertically ahead of the boiler and drove a crank shaft which was geared to an axle. The wheels were coupled by circular section side rods. It was altered to the Tararu tramway company's 3 ft 6 inch gauge by Fraser and Tinné and delivered to Thames on 2 December 1871. In 1871 approval was given to extend the tramway from Taumarere to Opua. In 1874 Bay of Islands Coal Company agreed with Auckland Province that the government would take over the tramway and build the extension. The line was closed from 2 to 11 December 1876 to allow for it to be converted to 3 ft 6 in gauge. Work on the Kawakawa River viaduct and first mile of the extension to Opua was completed in April 1881, a contract was let on 10 December 1880 for the remaining 4 mi 11 ch (6.7 km) and a start was made in June 1881, but it wasn't until October 1883 that authority was sought for a solid platform at the station, which was rebuilt before 7 April 1884, when the extension opened. When the line opened to Opua, the 38 chains (2,500 ft; 760 m) to the Derrick Wharf closed. The company declined an offer to run the line, as it did not wish to raise more capital, so the track was operated by New Zealand Railways Department. The company sold the tramway to the government and paid 6% of the total cost of the line to lease it back.

The line was closed by Land Transport Safety Authority in June 2000, because its management no longer held a rail service licence, as deadlines for upgrading and repairs had not been met.

Taumarere in 1958, when the station had a water tank and was west of the village

It had a water tower, cattle yard and a passing loop. In 1963 the kauri-planked building was bought for £100. In 1997 it was given back to the railway. With closure of the railway in 2000, the building and its surrounds deteriorated, graffiti daubed, and the whole area became unkempt.

2/7/1879 Re: stationmaster's house on Kawa Kawa Ry.  Has decided to erect it at Taumarere.

4/12/1879 Copy of the report on the petition of M P Kawiti praying that a railway station may be made at Taumarere.

15/8/1884 Forwarding tracing of Ry land and roads to siding and platform.

28/10/1884 Land for approach road to station.

5/5/1885 Re: crossing and road approach for Triphook.

15/3/1887 Mr Tautere's application for second crossing to store and Post Office.

25/7/1896 Removal of cottage No 7.

11/1898 Accommodation shelter shed, passenger platform, water service. Loop 16 wagons.

13/7/1910 Additional water storage accommodation required.

7/11/1911 Taking additional land for railway purposes.

16/3/1916 Platform improvements and loading bank.

20/6/1955 Siding can be eliminated from Taumarere.

In 1890 a Kamo-Puhipuhi tramway was proposed, with a possible Taumarere to Puhipuhi extension.

Long Bridge

Bridge 9 is a curved viaduct over the Kawakawa River, just to the east of the current station. When completed n 1882 it was 19.5 ch (1,290 ft; 390 m) long, on 19 x 20 ft (6.1 m) and 22 x 40 ft (12 m) spans, 20 ft (6.1 m) above high tide level, with piles 30 ft (9.1 m) below the water. In 2011 and 2015 the bridge was described as 340 m (1,120 ft) long, the longest curved wooden bridge in the southern hemisphere. The original bridge and first mile of the extension cost £9,274. The bridge was strengthened in 1927 to allow AB Class engines to use it and steel girders replaced the decking in 1937. In 2014 the Lottery gave over $470,000 to renew the bridge piles.

cycleway

The 2009 plan for the cycleway was that the Vintage Railway would carry cyclists 10.3 km (6.4 mi), between Opua (a new terminus at Colenso Triangle, 1.2 km (0.75 mi) from the original end of the line at Opua wharf) and Kawakawa, over 12 bridges and through a tunnel.

External links

• Photo of diesel hauled freight train on viaduct about 1985

Stations, bridges and tunnels

Mangapōike River in 1911, where two bridges and a tunnel were proposed for the Gisborne-Napier line.

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 (190 km), 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 (5.6 km) tunnel under the Wharerata ridge, rising to 900 ft (270 m) at the Wairoa end and 800 ft (240 m) at the Gisborne end. It was said the inland Ngātapa route would be even higher and longer, rising to 1,040 ft (320 m) and being 74 mi (119 km) between Wairoa and Gisborne, rather than 63 mi (101 km) 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 (4.8 km) and only climb to some 580 ft (180 m), rather than 1,100 ft (340 m). The line as built was 212.14 km (131.82 mi). Speed on the line north of Napier was limited to 70 km/h (43 mph), with many lower speed restrictions and a 40 km/h (25 mph) 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.

Name	Type	Distance from Palmerston North, or length of structure	Height above sea level, or height above river	Opened	Closed	Notes
Napier	station	178.26 km (110.77 mi)	3 m (9.8 ft)	12 October 1874		The Prime Minister, Bill Massey, formally opened the Napier to Eskdale line on 15 November 1922. On 27 April 1936 work started from Taradale Road, near the Ahuriri junction, with restoring the railway, closed since the 1931 earthquake.
218 Westshore	bridge	1,232 feet (376 m)		21 January 1918		Joseph George Ward turning the first sod at Westshore in 1912 On 29 January 1912 Sir Joseph Ward turned the first sod of the Napier-Gisborne railway at Westshore. At the other end of the line, Lord Islington turned the first sod near Kings Road station on Saturday 10 February 1912, though the later diversion of the route resulted in the line not passing through Kings Road. Up to 1922 more had been spent on the section south from Gisborne, than that north from Napier. By 2 September 1912 NZR was reporting offers made for properties, but in October 1912 the new Massey government stopped construction, pending a decision on a bridge or bank across the harbour. 1932 and 2023 maps showing the extent of the harbour crossing before and after the earthquake Therefore it wasn't until 13 March 1916 that driving of the first bridge pile began. Rails were laid over the bridge to Westshore in July 1922. In 1922 the river gap at 0 m 32 ch had a temporary bridge to allow platelaying, almost to Westshore, to proceed. The Harbour Board filled the main line at 0 m 55 ch. Westshore rail and road bridge in 1918 The bridge, over what was then the Tutaekuri River, was started in 1914 for road and rail traffic. It had a navigable bowstring arch of 57 feet (17 m), 10 pairs of 50 feet (15 m) reinforced concrete spans, with 25 feet (7.6 m) spans between the pairs, with expansion joints and strong longitudinal bracing. It was a joint project of PWD, Napier Harbour Board and Hawkes Bay County Council. PWD built it for £44,708 18s. and the Harbour Board built the embankments leading to the bridge, completing the bank from Westshore in 1916. It was 38 feet (12 m) wide, with a 6 feet (1.8 m) footpath, 18 feet (5.5 m) road and 14 feet (4.3 m) railway. The bridge was completed in March 1918, though the bank on the Napier side was still to be finished. The 3 February 1931 earthquake diverted the river, pushed the southern span off its pier at the expansion joint, cracked the piers to the north and raised the bridge by 5 ft 10 in (1.78 m). The road was soon repaired, work on the railway began in March and by June 1931 gangs were working on the line from Napier to Bay View, at Eskdale and at Waikoau, but it remained out of use until a new government was elected. The former road on the bridge is now used by the Ahuriri Estuary Walk and the Water Ride, with about 50,000 users a year.
Westshore	station	183.8 km (114.2 mi)	2 m (6 ft 7 in)	23 July 1923	20 June 1988	Westshore railway station in 1972 Ballasting of the line from Napier was done in October 1922. Westshore station had a shelter shed, platform, loading bank, cattle and sheep yards, latrines and a passing loop for 45 wagons, extended to 51 by 1937. Railway houses were built in 1920, 1922, 1932 and 1954. 2 more concrete platelayers' cottages and a concrete Stationmaster's house were built in 1922. A Saturday afternoon return train from Napier to Westshore was trialled in 1923. In 1945 a railcar hit a truck at a railway crossing, killing 5 men in the truck, but not injuring any passengers. In 1947 Westshore was scheduled to be 6 minutes from Napier by railcar. Buses now take about 25 minutes for the journey. In 1937 work on the 38 m. 62 ch. Napier-Putorino section was restoration of the track, which had been damaged by the 1931 earthquake, and left neglected for 5 years.
Bay View	station	189.76 km (117.91 mi)	4 m (13 ft)	23 July 1923	19 June 1983	Bay View railway station in 1943 Bay View ballast pit in 1948 Rails will reach Petane in October 1922. By August 1922 the rails were within a mile of the station, which was named Petane until 15 October 1923, then Kai Arero until 7 January 1924. In 1931 the maximum earthquake uplift of 6 feet (1.8 m) was at Bay View. The station had a shelter shed, platform, 30 feet (9.1 m) x 20 feet (6.1 m) goods shed, loading bank, cattle and sheep yards and a passing loop for 41 wagons. In 1924 almost a mile of line between Westshore and Bay View was undermined by the sea. Electric lighting came in 1929. In 1936 it took less than a week to reopen the line which had been closed since the 1931 earthquake. In 1937 cottages at Westshore (1), Bayview (1), and Eskdale (2), were renovated and painted, electric light installed and one shifted from Bayview to Eskdale. In 1967 a temporary siding stored workshop wagons. Railway houses were built in 1932 and 1933. A ballast pit was 57 chains (3,800 ft; 1,100 m) south of the station. It supplied beach shingle to repair the Esk Valley section of line in 1924, to improve Hastings yard in 1936 and to form part of Kotemaori yard in 1937. In 1937 a ballast-pit was established at 49 m. 20 ch. Ballast came from (1) Shingle-pit at Bayview; (2) ballast-pit at 49 m. 20 ch. and (3) Wairoa River. Bayview ballast was used in first lift from Putorino to 46 m., and as second and final lifts from Putorino to 39 m. 40 ch.
Riverslea	station	2 mi 14 ch (3.5 km) from Bay View. 120 miles (190 km)		17 October 1925	3 February 1931	11/1/1927 Approval to provide a platform and cart dock – estimate £50. Closed due to earthquake damage. 18/8/1937 shelter shed, platform. Napier–Putorino taken over by NZR from Monday, 23/8/1937.  Passenger traffic is not permitted. The building was swept away in the April 1938 flood. 9/3/1939 now closed for traffic.
Eskdale	station	197.35 km (122.63 mi)	17 m (56 ft)	23 July 1923	20 June 1988	Eskdale Railway Station in 1924 28/6/1912 Eskdale Section – formation. Platform and loading-banks were finished at Eskdale in 1922. The Prime Minister, Bill Massey, formally opened the Napier to Eskdale line on 15 November 1922.Eskdale Section (0 m. .14ch.-10 m. 56ch.) handed over to NZR in 1924, except the Port line deviation, which is ready for platelaying. Napier Harbour Board has formed the approaches to Westshore Bridge. It is unclear when services started, as a report on 27 February 1923 was of train services between Napier and Eskdale, but goods traffic was reported to have started in December 1923. Sunday trains started running from Napier in 1925. A Sunday railway bus to Eskdale started in February 1930, as it was thought cheaper than running trains. One of the 4 railway houses was destroyed in the 1931 earthquake. In the April 1938 flood the station was covered in 1.6 m (5 ft 3 in) of silt. 2/7/1936 Napier – Eskdale Section reopened for goods traffic worked by PWD. The station had a shelter shed, platform, 40 feet (12 m) x 30 feet (9.1 m) goods shed, loading bank, latrines, cattle and sheep yards and a passing loop for 53 wagons. 2/4/1928 application for a post box at the station. In 1960 the station building was moved to Napier as an amenities building for Way & Works Depot. Railway houses were added in 1929, 1933, 1936 and 1956. 31/1/1982 closed to all but wagon lots and passengers. 30/3/1985 open only for passengers. 27/11/1987 shelter shed and low level passenger platform. 2/1992 crossing loop only. A considerable amount of slip material had to be removed, and banks built up in the Esk Valley beyond Eskdale, the total amount shifted in the twelve months being 73,220 cubic yards. The telephone-line was rebuilt from Esk River north with new poles and closer spacing on a better alignment. In 1969 the daily Gisborne-Wellington railcar took 21 minutes from Napier to Eskdale and 50 minutes from Putorino. Only a passing loop remains. The station shelter was left at an angle and track was undermined, or covered in silt during Cyclone Gabrielle in 2023.
219 Mangakopikopiko	bridge	90 feet (27 m)		1923	11 m. 40ch. 11 m. 60 ch.	The bridge was washed away in March 1924. 3 equal spans. Piers and abutments of the bridge across the Maungakopikopiko Stream had been built in 1923, but the flood washed out 2 piers and the south abutment. A temporary bridge was built. In 1937 the sliding holes were lengthened and new bolts put in to replace those sheared off by the 1931 earthquake. North of the bridge, the line climbs at 1 in 60 for half a mile, before dropping at 1 in 110 to the Esk bridge.
222 Esk River	bridge	360 feet (110 m)	31 feet (9.4 m)	1924	13 m. 35ch.	Esk River Bridge on concrete piers, was completed in 1924. Concreting of the piers of the bridge was complete apart from riveting the plate girders in 1924. 9 x 40 feet (12 m) steel plate girders. From the bridge the line climbs the Esk valley to a summit at Waikoa at 1 in 60 (or 1 in 50). The 1931 earthquake broke every bridge pier. In 1937 Esk Bridge was repaired, pier C being entirely rebuilt, using 8 new 14 in. octagonal reinforced-concrete piles 22 ft long, with a heavily reinforced pier on top. The other piers were repaired and strengthened by 2 x 6in x 3 in. channels bolted to each face, bedded in and covered with concrete. All girder-seats were relevelled and reseated, and all sliding ends reslotted and made free to move. The rails were lifted and straightened. Parts of the bridge were swept away in the April 1938 floods and other spans badly damaged. A temporary bridge was in use in 1939. In 2023 the bridge was covered in debris during the Cyclone Gabrielle floods and about 7 km (4.3 mi) of line washed away, or covered in silt.In 1937 a new spillway was built for the flat-topped culvert at 14 m. 28-86 ch. and a dry stone wall to retain the filling.
Waipunga	station	205.27 km (127.55 mi)	79 m (259 ft)	27 October 1925	12 October 1970 15 m. 29 ch.	A field office, store, and carpenter's shop had a fitting-shop and 2 platelayers' cottages added in 1923. 3 steam-shovels and a 4th from Wairoa were there in 1923. Waipunga in 1924 A Marion steam shovel north of Waipunga in 1923 6 steam-shovels dug the Waipunga yard and the heavy formation between 16 m. 10ch. and 17 m. 5ch. At 16 m. a service heading was driven through a large cutting to cheapen construction. The earthwork between 17 m. 40ch. and 20 m. commenced by hand, but shovels later used. 20 m. to 27 m. scoop teams worked the lighter portions. During the period 234,458 cubic yards of earthwork have been shifted, 60% by hand and scoop teams and the balance by steam-shovels. The cutting is 660ft long and up to 68ft deep. A work camp was formed on the station site in 1924, when 4 platelayers' concrete block cottages, 12 married men's houses, 81 huts, and 2 cookhouses were built. The camp was moved to Waikare in 1926. In 1925 banks at 15 m. 20 ch. and 15 m. 40 ch., either side of Waipunga were completed to 18 m. 5 ch., except for a large cutting at 16 m., to be finished in 2 months, but rails linked around it. A 1928 photo shows a stockyard, small shelter and the construction camp, with bare hills in the background, which are now partly covered by Eskdale Forest and another shows the water tower and workers' huts in the cutting. In 1928 a shelter-shed was erected, and the stockyards from Westshore re-erected. In 1932 repairs were needed to 4 cottages and a siding needed relaying. By 1937 there was a shelter shed, platform, loading bank, cattle and sheep yards and a passing loop for 36 wagons. In 1967 the south end loop was disconnected and Waipunga closed to all traffic on 12 October 1970, except for service wagons and in 1988 to all traffic. By 1989 the platform had gone, but the shelter shed has been preserved. In 1937 at 17 m. 50 ch. a reinforced-concrete retaining-wall 120 ft. long and 25 ft. high was built to replace a mass concrete wall destroyed by the earthquake and also a new reinforced-concrete spillway.
5	planned tunnel			1924	17 m.	Map of Tunnel 5 and deviation The line deviated to avoid a tunnel in unstable country, where slips occurred and access to Kaiwaka tunnel was seen as more important.
6 Kaiwaka	tunnel	216 m (10.7 ch)		1924	17 m. 35 ch.	Kaiwaka tunnel in 1923 About 2.5 mi (4.0 km) north of Waipunga a tunnel was started in 1923 in blue papa rock. The south portal was built in 1923. Two tunnellers died on 29 November 1923, when timber supporting the roof collapsed. Kaiwaka tunnel was finished in August 1924. A 1924 photo showed the staging work at the tunnel portal. A work camp at Kaiwaka had a YMCA hall built in 1924. There were 8 camps in 1925, with a school at Kaiwaka. A 2017 photo shows the concrete lining still in good condition.
7	tunnel	103 m (5.1 ch)		1925	18 m. 30 ch.	The tunnel, cut through shingle, was being built in 1924. It was completed in 1925. Track was laid in 1926. 1937 Napier-No. 1 tunnel (17 m. 50 ch.) was worked from Napier by a works train, no accommodation having to be found for these men.
223A	bridge	211.13 km (131.19 mi) 180 ft (55 m)	65 ft (20 m)	1939		The 25 April 1938 storm washed out a bank, which was replaced by a temporary bridge and by a permanent structure in 1941.
8	tunnel	109 m (5.4 ch)		1925	19 m. 76 ch.	In 1924 approaches to the tunnel were open and a start made with driving. It was completed in 1925. The tunnel was cut through papa.
Waikoau	station	218.05 km (135.49 mi)	258 m (846 ft)	6 October 1930	August 2002	In 1923 a sawmill was opened north-east of Waikoau. Waikoau Station shelter-shed, stockyards, 6,000-gallon vat, and permanent water-supply were completed in 1928. The site, at the summit between the Esk and Waikoau valleys, was excavated to an average depth of 22 ft (6.7 m) and was built with a shelter shed, loading bank, cattle and sheep yards and a passing loop for 38 wagons. In 1937 a camp was shifted from Waipunga to Waikoau, for work north of 17 m. 50 ch. By using the railway houses at Waikoau, tents were reduced to a minimum. 8/12/1926 Private siding for Mr Holt near Waikoau. 28/4/1932 Repairs are needed to cottages. 1942 House No B 23. 1937 20 ft (6.1 m) x 14 ft (4.3 m) goods shed. 1957 a new crossover and 70 foot loading bank for four wagons replaced the old single wagon bank. 24/1/1989 Shelter shed. 2/1992 Crossing loop and one siding.
226 Waikoau	viaduct	149 m (489 ft)	71 m (233 ft)	September 1928	28m. 20ch	Waikoau Viaduct Accommodation for workmen went from Matahorua to Waikoau Viaduct in 1927, with the store, office, rivet-shed, blacksmith's shop, and engine-shed. Waikoau Viaduct was complete, except for part of the wind-screen and an inspection-platform, the first train crossing the bridge on 15 February 1928. The temporary trestle, buildings and work camp were railed ahead. A 1928 photo shows the viaduct. A trestle bridge, with a 250 feet (76 m) span over the Waikoau River and 3 x 60 feet (18 m) spans. PWD built Waikoau and Matahorua viaducts for less than the lowest of the private tenders received. The foundations of Waikoau Viaduct were tested. Tenders were called in 1924 for spans of 250 ft. and 2 x 100 ft. The bridge at 11 m. 40 ch. was to be completed, its piers not replaced since the flood of March 1924, but 28 concrete piles were cast in 1924 and the line carried on a temporary bridge. Permanent-way was laid from 13 m. 30 ch. to 17 m., and it is hoped to have the railhead to Waikoau Gorge, at 27 m. 60 ch., by the end of 1926. Ballasting reached 16 m. A steam shovel in the ballast-pit at 13 m. 60 ch. is giving good service. PWD's sawmill at Makomako Bush has provided most of the timber. 2 cottages at Waikoau. All remaining cottages will be of concrete blocks rather than wood. 119 huts, 19 married men's houses, and 4 cookhouses were erected, as well as a recreation-hall in 1924. A total of 383,351 cubic yards of earthwork was shifted during 1924, of which the steam shovels dug 142,604. A 1937 report said Waikoau Viaduct earthquake damage was confined to the northern abutment. Passenger and goods trains , connected with trains at Waikoau and Eskdale, and as soon as Waikoau Viaduct was complete extended to Tutira. PWD sawmill cut 826,767 sup. ft. in 1928 for accommodation, bridges, concrete-work, station buildings and cottages. In May last the main office, together with the engineering and clerical staff, was shifted to Tutira, but the store and store's staff are still at Waikoau, where it is proposed to leave them until the section is completed. The line climbs at 1 in 60 to Tutira. The wind screen was still in place in 2017.
Tutira	station	225.91 km (140.37 mi)	187 m (614 ft)	6 October 1930	27 January 1988 29 m. 44 ch.	Opened 6/10/1930 28/2/1928 Closed 2/2/1931 due to earthquake damage Opened 23/8/1937 17/10/1936 Closed 27/1/1988 23/12/1979 9/11/1978. Tutira was the terminus of the line for over a year. A sawmill in the Mako Mako bush supplied timber during railway construction. Tutira Section. Fair progress was made in 1922 with cuttings, especially where the Thew steam-shovel operated. Formation was almost complete to 14 miles 47 chains. Concrete piles for the bridges at 11 miles 41 chains and 13 miles 35 chains have been made, and abutment D at the former has been completed. Tutira Section (10m. 51 ch. to 28m. 60ch), except for bridges at 11 m. 41 ch. and 13 m, 32 ch. was completed to 14 m. 50 ch. by 1923, with work between 14 m. 50 ch.-18 m. A bank at 15 m. 20 ch. with a maximum depth of 115 ft. and at 15 m. 41 ch. 110 ft. the latter was filled in 1923 by 2 steam-shovels some material from the cutting at 16m. 78ch. The approach to the tunnel at 17 m. 35 ch. was dug in 1923 and the southern portal started. A deviation to the tunnel at 16 m. 78ch was surveyed in 1923. Abutments of the bridge at 11 m. 41 ch. have been completed, and piles and piers driven. Reinforced-concrete piles for the bridge at 13 m. 32ch. were cast in 1923. Tutira Section formation was vigorous in 1924 between 14 m. 50ch. and 20 m. cutting at 14 m. 50ch. (10 m. 56 ch.-28 m. 20 ch.) In 1925 an average of 7 steam-shovels were at work on the exceptionally heavy Tutira Section and work was soon to be finished to Waikoau at 23 m. 16 ch. One 1925 account said 13 steam shovels were at work between Waikoau and Wairoa. 1924 2 cottages 1928 4 cottages 1932 repairs are needed to cottages. 1933 2 cottages, which were moved to Mohaka in 1936. 6/1928 Station yard – metalling 1937 shelter shed, platform, goods shed 30ft x 20ft,  loading bank, cattle and sheep yards and a passing loop for 58 wagons. 8/1937 station buildings – painting and repairs 12/1937 station buildings Tutira Station goods-shed, stockyards, and 3 platelayers' cottages were built by 1928. 7 November 1928 an excursion ran to Tutira. All sidings and crossings at Tutira station-yard have been laid, while During the period ballasting has been pushed on continuously, and the final lift and boxing-in has been completed from Eskdale to Waikoau, with the exception of 5 m. which still require boxing in. From Waikoau to Tutira the first lift only has been completed. At 24 in. 56 ch. a new ballast-pit was opened in 1928, and ballast-wagons hired from NZR for the track from Waikoau to Putorino. 6/7/1964 Loading bank front to renew in concrete. 5/4/1966 platform was graded down from the station building to sleeper level and dressed with fine metal. 1988 closed to all traffic. By 1989 there was still a shelter shed, but no platform. A stream near Tutira eroded a bank during Cyclone Gabrielle in 2023, leaving track hanging in mid air. The summit cutting at 24 m. 75 ch. is 20ch long, up to 38ft deep and reached at 1 in 50 on a 3 m. 25 ch. climb from Waikoau.
228 Sandy Creek	bridge	180 feet (55 m)	74 feet (23 m)	1929	29 m. 10 ch 30m 50ch	3 equal spans. The bridge was delayed by late arrival of steel from Britain.The concrete piers for Sandy Creek Bridge were built, and a temporary trestle erected to carry the traffic ahead pending the arrival of the steel for the permanent structure of 3 x 60 ft. spans on steel trestles. The subway at 30 m. 19 ch. of 2 x 20 ft. spans and a 30 ft. span on timber piles and concrete piers was complete by 1928. At 34 m. 10 ch. a subway with a 40 ft. span on concrete abutments was being built in 1928 and aggregate, reinforcing-steel, and cement delivered. Kotemaori (37 m. 35 ch. to 53 m. 15 ch. subsection consists mainly of driving and lining tunnels and steam-shovels digging approach cuttings to tunnels. During 1927 was fully manned, but for 1928 activities were done solely by 6 steam-shovels and portion of the Mohaka Tunnel. During 1928 it is anticipated that the foundations for the Waikare Viaduct and, possibly, the Mohaka, Viaduct will, be in hand. Road-deviation at 47 m. 67 ch. to 48 m. 8 ch. is being formed with scoops. Cutting at 47 m. 79 ch. was taken out to 47 m. 18 ch., and the material used to form bank at 48 m. 3 ch. Wairoa subsection (53 m. 15 ch. to 70 m. 67 ch.) 4 steam-shovels, hand gangs and scooping teams formed 11 m. between 53 m. and 64 m. The road-deviations at 59 m. 7 ch. and 60 m. 7 ch. were completed and handed over to the Wairoa County. The line falls at 1 in 50 to Matahorua. The bridge is sometimes known as Tutira viaduct.
Kahika	station	232.95 km (144.75 mi)	152 m (499 ft)	11 September 1929	31 August 1970	The 1928 rail-head reached 33 m. 42 ch. for steel and timber for Matahorua Viaduct, with a temporary siding to facilitate handling the steel. A shelter shed was built in 1937. 6/10/1930 11/9/1929 Closed 3 February 1931 due to earthquake damage, 27/2/1966 c.9/1930 – ex Matahoura, 1/9/1931 – ex Tatara. 28/4/1932 repairs are needed to two cottages.
231 Matahorua	viaduct	137 m (449 ft)	61 m (200 ft)	1929	33 m. 42 ch.	Matahorua Viaduct in 1929 Matahorua has been the official name of the stream since 1 January 1941. Matahoura was incorrectly used. Putorino (1.0 m. 56 ch. to 37 m. 35 ch.) section's Waikoau and Matahorua Viaducts construction was pushed ahead in 1928. With the exception of the approach filling to the Matahorua Viaduct, the cutting at 35 m., a small portion of Maori Creek filling, and the Putorino station-yard, the earthworks were completed. 2 steam-shovels, hand gangs and scoops shifted approximately 80,000 cub. yd. The road-deviation at 34 m. 10 ch. was formed, and at 35 m. 10 ch. formed as the main highway, with approaches to overbridges at 18 m. 69 ch., 23 m. 31 ch., 26 m. 22 ch., and 28 in. 33 ch. completed. Matahorua's concrete piers and abutments were complete and cableway head and tail towers for landing the steel, were up, and the steel trestle at pier B, with the 40 ft. approach span erected. A temporary trestle for the main 250 ft. span was 40 ft. above the creek and 75% of the steel for the viaduct was on site. A trestle bridge was built in 1928, with 350 feet (110 m) span, 2 x 60 feet (18 m) and 2 x 40 feet (12 m) spans. As a pier had earthquake cracks, cement grout was forced into shafts and drives to tie the ground together. The viaduct suffered during the earthquake, especially its northern end. It was repaired and no further work was needed when the line was restored in 1937. North of the viaduct the line climbs at 1 in 60, before dropping at 1 in 50. In 2010 a $40m road bridge was built alongside the railway viaduct.
Putorino	station	240.71 km (149.57 mi)	118 m (387 ft)	6 October 1930	1 June 1988 37 m. 20 ch. 38m 59ch	Gisborne Express Ja 1289 being watered at Putorino in 1963 The station was about 3 km (1.9 mi) from the village, near the end of Putorino Station Road. The access road to Putorino Station has been formed for 60 ch by 1928 and the phone-line built. The road to station was metalled in 1928 for £381.17.6. An excursion from Napier ran on 6 November 1929 to mark the opening of the extension. It was said it would take about 3 years to reach Gisborne. Putorino (10 m. 56 ch. to 37 m. 35 ch) section, though under NZR control, was partly restored by PWD after the 1931 earthquake, to run ballast from Waikoau to the Wairoa Section. Waikoau-Eskdale was sufficiently restored for works trains. 4/1929 4 platelayers' cottages – tender of J Pearcey(?) accepted, £731.10s. 1930 Cottage No 94. 1931 Cottage No 97. 1937 Removal of platelayers' cottages to Kotemaori – tender of S & R Smith accepted, £320. 28/4/1938 A house has been built for the stationmaster. 1939 Cottage No 111. 1945 House No B241. 26/9/1930 Opening Putorino as an officered station. 27/9/1930 Stationmaster started work at station. Between Petane and Putorino the line was badly damaged by the 1931 earthquake, in some cases being completely obliterated. In 1932 fences and the telephone line were still affected. Work on rehabilitating the line began in September 1936 and on 17 October the Eskdale–Putorino line re-opened for goods traffic on Saturdays only.  The line was taken over by NZR on Monday 23 August 1937, but only for goods, though there was a station building, platform, goods shed 30ft x 20ft, loading bank, cattle and sheep yards and a passing loop for 60 wagons. In December 1937 a £2,492 tender was accepted for adding station buildings at Putorino and Raupunga. Cattle, sheep and timber were the main traffic at Putorino. In 1938 a new stationmaster's residence, inspector's quarters and single-men's quarters were erected. A heavy storm over Anzac Day week-end 1938, centred around Putorino, put the line back some 5 months, due to men being diverted to flood-damage repairs on highways for 2 months and to an extra 2 to 3 months correcting flood damage on the railway. By 27 February 1939 the line to Raupunga was open. In 1940 automatic signalling was installed between Napier and Putorino. In 1958 the men's conveniences, built in 1930, were destroyed by fire. In 1969 the daily Gisborne-Wellington railcar took 28 minutes from Raupunga to Putorino and 50 minutes from Eskdale. Only a loading bank and a single track remain.
234 Waikari	viaduct	186 m (610 ft)	78 m (256 ft)	1930	38 m. 15 ch. 39m 52ch	Waikari Viaduct 100ft girder in 1930 Waikari Viaduct in 1930 Crosses Waikari River on 100 feet (30 m) spans. KiwiRail Network Map shows the name as Waikare Viaduct. In 1932 Waikari Viaduct 3 steel spans pushed over by the 1931 earthquake had been moved and their holding bolts repaired and tightened. It was spot-painted with red lead and given a coat of red-oxide paint in 1938. The line climbs at 1 in 50 north of the viaduct. Kiwirail inspected the viaduct in 2023 after Cyclone Gabrielle swept away the nearby road bridge.
9 Kotemaori	tunnel	283 m (14.1 ch)				A steam shovel (one of 10, weighing 20 tons each) was digging the approaches to the tunnel in 1928. Break through was in September 1931, but work was again stopped by the Reform government. Kotemaori tunnel was complete by 1932, except for the south portal. Work continued as collapse would have occurred if it was left unfinished. Mohaka Tunnel northern portal was completed in 1931. Trimming of formation was done for platelaying, but this work will lose its value, rails were laid into Mohaka Station yard from the Wairoa end, and some sidings. Spending on railway building in 1931 dropped by £2,053,423 to £952,388 due to ending new construction. The line had been largely restored and Matahorua Viaduct repaired by October, 1931, when work stopped. Kotemaori Tunnel was then completed, except for the portal at the south end, which was thought unlikely to slip. The construction machinery was stored at PWD depots. When work stopped the railhead was just south of the tunnel. In 1937 Kotemaori Tunnel was completely regraded and plates laid throughout. In 1938 the south portal of the tunnel was completed by a straight-face wall into solid papa on either side. All tunnels have been ballasted and completed. The tunnel has a horseshoe-shaped profile and is the longest on the Napier-Wairoa line. Apart from poor drainage, the tunnel is in good condition.
Kotemaori	station	249.99 km (155.34 mi)	233 m (764 ft)	23 August 1937	43 m. 24 ch	By 1937 the yard formation was almost complete. By 1938 Kotemaori yard had a main siding, and 2 other loops with a back-shunt at one end and a double back-shunt at the other to work the stock-yards. A station building was completed, also latrines and a concrete-fronted platform 200 ft. long. A goods-shed, 20 ft. x 14 ft., was erected and a large loading-bank. Stock-yards, with holding-pen alongside, were completed. An access road to the platform was put in crossing the line alongside the platelayer's cottages. This yard is complete except for repairs made necessary by flood-water damage in the recent heavy rains. 6/1926 Erection of 6 cottages at Kotemaori – Cooper's tender for £1756.5s. 4/1937 Removal of platelayer's cottage from Putorino to Kotemaori – tender of S & R Smith accepted, amount £20. 1948 Dwelling No B 243. 18/8/1937 Siding only on the unopened line from Putorino to Waikokopu. 1939 shelter shed, platform, goods shed 20ft x 15ft, loading bank, cattle and sheep yards and a passing loop for 45 wagons. The Putorino–Waikokopu Section taken was over by NZR as from 1 July 1939. 3/8/1959 New siding for log traffic provided. 27/7/1981 Express will now stop at Kotemaori. 1988 Closed to all traffic. Shelter shed and a low platform. The platform remains. A goods train was derailed north of the station on 3 May 1971, when about 30 m (98 ft) of track was washed out. The line falls at 1 in 50 north of Kotemaori.
10	tunnel	301 m (15.0 ch)				In 1937 Chimney Creek tunnel was trimmed throughout, and 6 in. field tiles were laid.
11	tunnel	314 m (15.6 ch)				Mohaka 3 tunnels totalling 70 ch. 2 large viaducts. Camps between the tunnels at Chimney Creek, and it is hoped to start the tunnels in 1925. The work to 1925 was clearing at 46 m. 10 ch. and a water-drive at 45 m. 57 ch.Chimney Creek No. 1 tunnel, at 46 m. 25 ch., was proceeded with from the north end until about 6 1/2 ch. of the tunnel was completed. The bottom heading is now being pierced from both ends to solve the ventilation problem. When the heading is through, excavated material from tunnel will be hauled to bank at 45 m. 55 ch., and this tunnel should be completed in 9 months. Chimney Creek No. 2 tunnel, at 47 in. 9 ch., was also worked from the north end. The work was then finished back to 47 m. 4 ch. A total of 12| ch. of tunnel was completed when work was discontinued for a few months. Work has just been restarted with a single shift, and tunnel should be completed in 7 months. Mohaka Tunnel, at 53 m. 2 ch., has been in progress throughout the year. This is the wettest tunnel on the Wairoa section. Just after Christmas a bad fall occurred in this tunnel and stopped progress for some months. Completed work is now at 53 m. 9-50 ch., and just over 10 ch. of the tunnel is complete. The line falls at 1 in 50 to the viaduct.
239 Mohaka	viaduct	275 m (902 ft)	97 m (318 ft)	1 July 1937	49 m. 35 ch.	Extensive investigations for Mohaka Viaduct foundations in summer 1928 with 6 bores found solid papa 45 ft. to 60 ft. below low water. Mohaka Viaduct was completed during 1931. The piers are 60 ft. to 70 ft. below the river-bed to rock foundations. The fabrication of the steel at the PWD's Tauranga workshop was completed and it was moved to the site and to Wairoa, where it was painted. The machinery for erection was stored at Maungaturanga. The foundations of the viaduct were completed after work stopped on the rest of the line. The bridge has 100 feet (30 m) spans. The metalwork was fabricated at the PWD's Tauranga workshop and stacked nearby and in Wairoa station yard, when construction was suspended. By then the railhead from Wairoa reached to just north of the viaduct. The viaduct has a wooden windbreak to shelter trains from the full force of the wind.
Raupunga	station	261.91 km (162.74 mi)	108 m (354 ft)	14 September 1925	August 2002 50 m. 30 ch.	Raupunga crossing loop and old water tower in 2012 2 platelayers' cottages moved from Tutira to Mohaka and 2 from Putorino to Kotemaori. Accommodation in tents for 60 single and 20 married men at Raupunga, with cookhouse, staff bach, and recreation-hall were also provided at Raupunga. By 1937 formation at Raupunga (Mohaka until 18 August 1937) was almost complete for the yard, with the 20 ft. by 30 ft. goods-shed shifted to its new site. Single-men's quarters were completed late in June 1938 and there was a main siding, and 2 other loops with a back-shunt at one end and a double back-shunt at the other to work the stock-yards. A station building was completed, also latrines and a concrete-fronted platform 200 ft. long. A goods-shed, 20 ft. by 14 ft., was erected and a large loading-bank. Stock-yards, with holding-pen alongside, were completed. An access road to the platform was put in crossing the line alongside the platelayer's cottages at 43 m. 24 ch. This yard is complete except for repairs made necessary by flood-water damage in the recent heavy rains. Raupunga was extended for 57 wagons on the first loop and 28 on the others, with a with a concrete fronted 200 ft. long platform, an enlarged station building, and latrines with septic tank. The old goods-shed was shifted back and a new loop, sliding doors and veranda added. The old loading-bank was replaced and stock-yards completed except for holding-paddocks on the temporary married accommodation site. Between Mohaka and Maungaturanga Viaduct there was still a bank to be widened in 1932. Mohaka goods-shed, loading-bank, and 60,000-gallon water-vat were built. 18/8/1937 Goods shed 30ft x 20ft. on the unopened line from Putorino to Waikokopu. 1/1939 goods shed – tender of F G Cleary £414.10.10. 12/1937 Putorino and Raupunga station buildings – tender of Cairns & Paton £2492. The station building was rather smaller than the goods shed. 27/2/1939 Work completed on 13 mile new line between Putorino and Raupunga. 15/6/1939 platform, goods shed 30ft x 20ft,  loading bank, cattle and sheep yards and passing loop for 53 wagons. The Putorino–Waikokopu Section was taken over by NZR on Saturday, 1/7/1939. 19/7/1946 House No B244. 31/2/1959 ballast siding estimated at £2,350. 7/6/1978 The stockyards at Raupunga have been removed. 7/2/1987 Shelter shed and low level passenger platform, high and low level loading banks. 2/1992 Crossing loop and sidings. In 1969 the daily Gisborne-Wellington railcar took 28 minutes from Putorino to Raupunga and 32 minutes from Wairoa. A washout in September 2018 left 45 metres of track swinging in the air near Raupunga. A reinforced granular embankment was completed by April 2019.
240 Maungaturanga	viaduct	244 m (801 ft)	67 m (220 ft)		57 m. 45 ch.	Maungaturanga Viaduct in 1931 The viaduct, sometimes named Mangaturanga, was completed before work on the line stopped in October 1931. The viaduct is at the foot of 1 in 50 gradients on both sides. On 11 December 1995 wagons ran away from Raupunga, down the grade and up the other side, before rolling back to the viaduct. Maungaturanga Viaduct was fabricated at Tauranga and moved on a Henderson 7½-ton duplex cableway. Temporary rails and sleepers were laid. A 3 ft. flat-top culvert was put in at 42 m. 13-10 ch. leading into side drive. Maungaturanga Viaduct holding-down bolts were concreted in 1938. 45m of track at the end of the viaduct was washed out in September 2018.
12 Mohaka	tunnel	656 m (32.6 ch)			53 m. 25 ch.	In 1928 Mohaka tunnel (30 ch.) was a third complete. In 1937 Mohaka Tunnel was distorted by earthquake pressure, but not sufficient to foul railway clearances. In 1938 a diesel shovel cleared a large slip at the north portal. 4 ft (1.2 m) concrete pipes were laid in 1939 to drain water away from above the north portal of the tunnel. In 1946 a slip blocked the tunnel portal. The line falls at 1 in 50 north of the tunnel.
Waihua	station	275.12 km (170.95 mi)	22 m (72 ft)	23 August 1937	23 December 1979	5/1929 4 platelayers' cottages £3054, station buildings £888. 3/1930 4 concrete block cottages in station yard £1254. 6/1937 Platelayers' cottages £803. 18/8/1937 Loading bank. 15/6/1939 shelter shed, platform, goods shed 20ft x 150ft, loading bank, cattle and sheep yards and passing loop for 46 wagons. Putorino–Waikokopu section taken over by NZR from Saturday 1/7/1939. 1988 Shelter shed and low level passenger platform. In 1938 a platform, shelter-shed, goods-shed, loading-bank, stock-yards, cart-dock, latrines, and bunkhouse were built at Waihua and 2 concrete-block cottages strengthened and reconditioned. A cart-dock and concrete buffer-stops were constructed in 1939.
242 Waihua River	bridge	280 feet (85 m)	55 ft (17 m)			Waihua River bridges in 1965 In 1928 3 m. of very heavy work was cut through Te Kumi Valley and Waihua. A bridge over the Waihua River, 450 feet long and 50 feet high on 4 spans, built on concrete cylinders, 2 of which had already been sunk. Waihua tunnel (16 ch.) was nearing completion. 10 steam-shovels were at work and for a very long time about 500 men had been employed on the job.
13 Waihua	tunnel	283 m (14.1 ch)		1929	62m 30ch	Putorino section work during 1925. Waihua tunnel approach was started in 1925, but little was done. Excavation and lining of Waihua Tunnel was completed 60 m. 72-75 ch.-60 m. 66-25 ch., and the bottom heading driven right through. This leaves a balance of 3sjch. to be completed, exclusive of bottom heading. This tunnel has been closed down since December 1927, but was expected to be in hand again in 1928. Wairoa Section Approaches at each end of Waihua Tunnel, 60 m. 61 ch.-60 m. 77 ch., are in hand. Waihua Beach shingle for tunnel and culverts. Surveys have been made of alternative sites for a bridge over the Wairoa River, and borings to test the foundations. Waikokopu Branch Railway. Nuhaka Section (0 m.-17 m. 12 ch.) A 48 in. corrugated metal culvert, 30 ft. long, has been placed at 4m. 6 ch. At the north end of Waihua Tunnel the country was slipping in 1932. The tunnel was complete by 1935.
243 Ohinepaka Stream	bridge					A 40 ft. overbridge where Te Kahu Road crosses the railway at 52 m. 48 ch. was a paper road until developed by the Native Department in 1938.
Ohinepaka	station	285.11 km (177.16 mi)	19 m (62 ft)	6 October 1930	July 1988	A shelter-shed, goods-shed, latrines, platform, loading-bank, cartdock and buffer-stops were built at Ohinepaka in 1938. A 5-span overhead bridge with 2 step-over piers was built in 1939. A cart-dock and concrete buffer-stops were constructed in 1939. By August 1937 there was a loading bank and cattle and sheep yards and by 1939 the station also had a shelter shed, platform, goods shed 30ft x 20ft and passing loop for 70 wagons. Putorino – Waikokopu Section taken over by NZR from Saturday 1/7/1939. 1988 Closed to all traffic. 24/1/1989 Name board and huts only. There was no development close to the station. In 1973 a passing loop and siding remained, but there is now only a single track through the station site.
247 Wairoa River	bridge	480 feet (150 m)	50 feet (15 m)	1931	68 m. 59 ch. 70m 15ch	Wairoa bridge construction in 1926 Wairoa River Bridge has 2 x 107 ft. 6 in., 2 x 106 ft. 3 in., and 2 x 15 ft. 2 in. spans. 180 lin. ft. of temporary pile staging has been erected, and 50 ft. of concrete cylinder has been cast and placed in position. 24 x 40 ft. reinforced-concrete piles have been cast, and all reinforcing-steel bent. The steel trusses for the 4 x 100 ft. spans have been delivered at Wairoa and are being scraped and painted, and 1,000 yards of shingle delivered near the bridge site. The bridge was largely complete by 1930. Between Te Kumi and Wairoa, formation work consisted of fettling, a moderate amount of ballasting, cleaning up of cuttings, and the installation of a number of small culverts. Work on bridges was confined to the placing of guard-rails on all bridges, and the lifting of the Wairoa end span of the Wairoa River Bridge to rectify settlement which developed in the earthquake of 1931. During the period 3,646 cubic yards of ballast were placed. In 1938 48,276 cubic yards of ballast was taken from the Wairoa River, for use between Mohaka Viaduct and Waikokopu. After the road bridge was closed by Cyclone Bola, the railway bridge had a wooden deck added to allow SH2 traffic to use it, from 24 May 1988, until a replacement road bridge opened on 2 December 1989.
Wairoa	station	294.38 km (182.92 mi)	9 m (30 ft)	February 1923	71m 62ch	Wairoa in 1965 A stationmaster's house was built in 1922. Waikokopu Branch. Wairoa Section (0 m.-1 m. 53ch.) formation completed. Branches to the freezing-works and flax-mill are carrying traffic. Formation of Wairoa yard in hand. A railcar ran from Napier to Wairoa and back on 30 June 1937 and a goods service from Napier started on 23 August 1937.. Floods closed it on 25 April 1938 and NZR, assisted by PWD, reopened the Napier-Putorino line on 5 December 1938. By the end of 1939 the line to Waikokopu was almost ready and Wairoa station yard was built with an engine-shed, rail-car shed, engine-driver's room, latrine, and refreshment-room. The station building was reconditioned and altered to suit NZR's requirements, after transfer in May 1939 of PWD's office to Queen Street. The platform was sealed, cart-docks and platform fenced, water was laid from the borough's main to the engine-sheds and the group of old permanent cottages, 13 cottages were started and tenders were called for 2 more cottages. Stock-yards were completed and paving laid in the smaller and most-used pens.Te Kumi-Wairoa (Length, 15 m. 22 ch.) section was complete, except for 15 cottages and completion of station buildings at Wairoa. In 1938 more stock-loading was provided at Wairoa and a contract let for engine-shed, rail-car shed, engine-drivers' shed, latrines, and refreshment-rooms, a site purchased for 21 cottages, a contract for 15 cottages and goods between Wairoa and Napier started in August 1937. Several passenger-trains and a circus train were run. On Saturday 5 February 1938 the first Hastings-Wairoa passenger train called at Napier, where 8 cars were added, and 2 locomotives, 16 cars, and 508 passengers, with more joining along the line, stopped for water at Waikoau, Tutira for the construction camp, Putorino and then stopped to view Mohaka viaduct before reaching Wairoa. The train returned at 6.15pm. Floods on 19 February 1938 and further flooding on 25 April put construction 6 months behind and the expected Napier-Wairoa opening back to the end of 1938. Putorino-Wairoa was to have been handed over NZR in June. Most damage was on the Napier-Putorino section, already handed over to NZR. Damage was expected to take 5 months to repair. A through-goods service to Wairoa started in August, 1937. 31 March 1940 The Raupunga-Wairoa and Wairoa-Waikokopu Sections totalling 41 m., were handed over to NZR on 1 July 1939, and since that date a regular passenger and goods service has been run between Napier and Wairoa, and goods trains only between Wairoa and Waikokopu. After the line was handed over PWD added 15 cottages at Wairoa and renovated 6. A large crowd were at a decorated Wairoa station on Saturday 1 July 1939 for the opening of the 97-mile Napier-Waikokopu railway. 1,500 passengers, from Hastings, Napier and way-stations arrived, followed at 2.30 p.m by a Standard railcar, driven by the Minister of Railways, Dan Sullivan. Also present were Harry Harker, Mayor of Wairoa, Turi Carroll, Chairman of Wairoa County Council, Garnet Mackley, NZR General Manager, John Wood, PWD Engineer-in-charge, Ted Cullen, MP for Hawke's Bay and David Coleman, MP for Gisborne. The cost of building the line to Wairoa from Napier had been £2,595,000. The previous Government having sold everything but the great girders which lay on the bank of the Mohaka River. The Minister of Railways unveiled a memorial to men who had lost their lives while working on the line. Napier and Hastings were connected in 1874, the first construction from Napier toward Wairoa was completion of the West-shore railway bridge in 1918, to Eskdale in 1923, Putorino in 1930, Raupunga in February 1939 and now the whole 97 m. from Napier to Waikokopu. “After the earthquakes in 1931 the Government abandoned the line. But the Labour Government, on coming into power in November, 1935 rebuilt the railway, despite the floods in April 1938. Monday next NZR commenced operating the Napier—Wairoa line the railcars twice daily, already used on the Wellington—Taranaki run. railcars running in each direction and at the weekends, to Wellington and back. Sir Apirana Ngata expressed his thanks to the General Manager, for naming the railcars after the principal canoes, it should be given the name Horouta, the name of the canoe from which the Maoris of the northern East Coast claimed descent. 1921 private sidings Waoroa Freezing Works. 1,302. 1936 for dairy factory. Sunday 1 February 1931 freezing works destroyed by fire. Monday, 9 May 1932 Re-opening of the line between Wairoa and Waikokopu approved. The line is 24 m. 35 ch. and the port at Waikokopu is operated by PWD. The meat works have not yet been restored, so the main revenue of the line has disappeared. The Wairoa–Waikokopu line was built mainly to transport goods from the freezing works at Wairoa to Waikokopu, originally as a branch line but with the decision to abandon the inland railway route in favour of the coastal route it became part of the Napier-Gisborne railway. 1924 Flax from Flax Mill Siding is now shipped through Wairoa, but it is likely it will go to Waikokopu for shipment. 837 1930 District Engineer, Napier, has an arrangement with Flax Mills, whereby his locomotive runs into a swamp a mile or 1 1/2mile and brings flax wagons to the main line. 1939 Lease of land – Vacuum Oil Coy Pty Ltd. 1939 Application to use private siding – Clarke & Sons Ltd. 1939 Siding and site for unloading benzine – Associated Motorists Petrol Coy Ltd. 1939 Private siding right near Wairoa. 1939 Applications for private sidings – Clarke & Sons, Smith's Shingle Coy. 1940 Private siding right – Vacuum Oil Co Pty Ltd. 1921 PWD – Yard accommodation. 105. 1922 PWD – Lighting. 24. Thursday, 1 February 1923 Wairoa – Waikokopu Ry built 458. 1924 Houses. 190. 1924 4 houses are to be removed to the new station site £250, 1927 station yard – erection of cottages – 2 concrete block– tender accepted from A K Davis, £652. 1936 station yard houses – drainage – work to be carried out according to District Engineer's arrangements. 1937 16 additional houses are to be built. 1939 Station cottages – 4 unit – tender of T G Pedlow accepted, £5108. 7 unit – tender of T G Pedlow accepted, £8683. Station cottages – 2 unit – tender of W Hedley accepted, £2540. 1939 6 platelayers' cottages – tender of L H Scott accepted, £3189.18.6. 10 cottages and a stationmaster's house available for railway staff. Station cottages – 2 – tender of Davis Ellis Ennor Ltd accepted, amount £2398, Dwellings Nos 129, 132, 134, 135, 136, 138, 144, and 145, Dwelling No 141, 1941 Station cottages – 5 units – tender of J G Redlow accepted, amount £7286.10s, 1942 There are 26 Departmental houses at Wairoa, Approval to construct 6 dwellings and a compound of 12 huts, 1942 Houses Nos B311 and B312, 1945 House No B314, 1947 Proposed purchase of PWD house, 1947 State house allocated for NZR use – No6H/1238, 1949 Dwelling No 254. By 1924 there was a triangle and high-pressure water supply, but no engine shed. In 1934 a 54 foot 9 inch turntable was added. 1937 Proper sidings have yet to be constructed or completed, a turntable installed and the station building renovated. From Wairoa, formerly WMR. Waikokopu is 23 m. 72 ch. from Wairoa new station. Waikokopu–Wairoa line will not be ready before September or October 1925. 1924 station building shifted ¾ mile nearer Waikokopu. Tuesday, 1 February 1927 Waikaremoana Scheme store in station yard – tender (labour only) accepted from A K Davis, £288. Thursday, 28 February 1929 PWD locomotive No 545 and class MB wagons working from ballast pit to Wairoa station yard.  Ry line only access to employees' cottages. Wednesday, 18 August 1937 Goods shed 60ft x 30ft and cattle and sheep yards, 1 May 1938 Station buildings – tender of C H Dudding accepted, £7617. 1939 platform, loading bank, outside crane (4-tons), engine turntable (55ft), engine shed. 1 July 1939 New station and yards have been built. 3 October 1939 Booking office window broken. 1940 Goods office to be extended 20 feet, and roof raised by 2 feet. 1939 ballast pit operated by PWD. Wairoa Ballast Siding 1 m. 59 ch., south on right side of line, points face north Putorino – Waikokopu taken over by NZR from Saturday 1/7/1939. Wairoa (37 m. 35 ch. to 70 m. 67 ch.) section was proceeded with to early October 1931, when Parliament decided works were to cease. At that stage rails could have been laid over the whole section, except Kotemaori Tunnel and Mohaka Viaduct. Rails had reached 41 m. 75-50 ch. at the south end and 49 m. 53 ch. on the northern end, and rails and sleepers were in hand for the gap of 7 m. 58 ch. remaining, trimming of formation of this remaining length being well in hand. Subway (at 44 m. 30 ch.) of steel spans on concrete and timber piers completed. Maintenance painting to cottages at Wairoa was carried out. No steps have been taken to restore the concrete-block cottages damaged in the earthquake. Considerable sales have taken place during the year of huts and cottages built for workmen's accommodation. Material and plant, which is not required, is being disposed of. The railcars ran twice a day, taking 2hrs 10mins between Wairoa and Napier. By 1969 the railcar only ran daily and Wairoa was 25 minutes from Kopuawhara and 32 minutes from Raupunga. InterCity buses now take 2hrs 15mins and also run daily. Thursday, 15 June 1939 Wairoa is to be an officered station Fire in PWD store in Wairoa yard, on Friday, 21 February 1940. Thursday, 29 August 1940 Lease of land and use of siding – PWD. From Monday 7 September 1942 passenger traffic will be worked through from Wairoa and Gisborne. Tuesday, 5 February 1957 New local loading road, with a capacity of 30 wagons, is to be put in alongside the goods shed and alongside Kaimoana Street. 1964 Contract for painting station buildings is in hand. 1986 Stockyards removed. Tuesday, 16 October 1990 Station building destroyed by fire. 1992 Crossing loop and one siding. The platform remained in 2005. The station in 1939 before extension of the goods office in 1940. Photo probably in 1950s of a larger station with a Class AB and 3 coaches. Work on reopening the Napier-Wairoa line started in February 2018, with the help of the Provincial Growth Fund, after being mothballed since March 2012. It reopened in January 2020. However, services were suspended soon after as a result of COVID-19, until November 2020. Log trains ran on Saturdays and Sundays from a new log yard in Wairoa. It was hoped to carry 44 million tonnes in 2032/33. In June 2018 the first work train in 6 years on the Napier-Wairoa line had Regional Economic Development Minister Shane Jones aboard.
Tuhara	station	303.39 km (188.52 mi)	4 m (13 ft)	November 1924	22 June 1970	Tuhara station-yard loop was laid and ballasted, and the formation of the yard is near completion. 1938 Tuhara a shelter-shed, and a loading bank has been constructed. Access roads have been formed and metalled. At 9m. 5 ch. a new 20 ft. plate-girder bridge on reinforced-concrete piled abutments was built in 1939. A small shelter-shed was built at Tuhara Station Yard in 1939. Tahaenui until October 1941. 14/11/1921 PWD – Yard accommodation. 6/10/1924 Houses. 18/8/1937 Siding only on the unopened line from Putorino to Waikokopu. 15/6/1939 shelter shed, passenger platform (left side), loading bank and a passing loop for 22 wagons. Putorino – Waikokopu line will be taken over by NZR from Saturday 1/7/1939. 17/12/1962 Closed to all traffic. 22/6/1970 Closed to all traffic.
Whakaki	station	310.84 km (193.15 mi)	4 m (13 ft)	February 1923	20 June 1988	Whakaki in 1962 Opened 2/1923 closed 14/5/1938 opened 5/12/1938 23/8/1937 closed 20/6/1988. In 1925 points for the loop were laid, and about 75% of the formation completed. In 1938 a platform, shelter-sheds, goods-shed, latrines, stock-yards, loading-bank, 2 cottages and a bunkhouse were built and the yard and passing loop extended. 2 cottages were built in 1939. 25/11/1924 Hereheretau (or Whakiki) is 9 mi 70 ch from Wairoa. Operated by PWD. 18/8/1937 Siding only on the unopened line from Putorino to Waikokopu. 12/1937 Tutara and Whakaki station buildings – tender of F & R Smith accepted £2940. 15/6/1939 Hereheretau station to be known as Whakiki. shelter shed, platform, goods shed 20ft x 15ft, loading bank, cattle and sheep yards and a passing loop for 47 wagons. 27/3/1961 There are plenty of new sleepers at Whakaki lying in the cess and becoming overgrown with lupin. 11/1963 Permanent way material in goods shed to be removed. 12/8/1973 Closed to all traffic except passengers. 26/3/1984 Crossing loop 35 wagons only. Open for passenger traffic only. 1/7/1988 No sidings. Shelter shed and low level passenger platform.
254 Tahaenui River	bridge	13 mi 62 ch (22.2 km)		1924		The bridge has 3 spans. About 1974 a middle pier of the bridge began to sink, probably due to scour. It was packed to re-level the bridge.Bridge 248 consists of three steel spans on four timber piers. Bridge 249 PNLG consists of five steel spans on six timber piers. Bridge 250 comprises three steel spans on four piers of timber piles. Bridge 250A comprises a single steel span on two timber piers. Bridge 251 3 steel spans on four timber piers. 252 a steel span on 2 concrete piers. Bridge 253 3 steel spans on 4 timber piles. Bridge 253A 3 steel spans on 4 timber piled piers. Bridge 254 5 steel spans on 5 timber piers and a concrete pier (pier 4).
Nūhaka	station	323.86 km (201.24 mi)	6 m (20 ft)	November 1924	July 1988	A small loco was in use by August 1922 for works trains. The formation over the Nuhaka section was sufficiently completed in 1922 to admit of rails being laid throughout. 3 miles of rails have been laid at the Wairoa end, and a further 50 ch of wharf-siding to the Wairoa River. Platelaying-material was unloaded at Waikokopu Harbour and carted to Nuhaka, where permanent rails were laid from 17 m 47 ch to 13 m 62 ch. A line to ballast-pit near the 15-mile peg has been laid. A Stationmaster's and 3 platelayers' cottages have been erected at Wairoa, and 2 platelayers' cottages at Nuhaka. The heavy formation from Nuhaka to Waikokopu progressed despite the weather, to allow rails to be laid right through by January 1923, with large numbers of men and cuttings worked with double shifts and 3 steam-shovels. Nuhaka Section was complete except for Nuhaka, Whakaki and Wairoa yards. Girders for bridges at 1m, 23ch., 3m. 76ch., 8m. 43ch., 9m. 42ch., 11m. 30ch., and 13 m. 62ch. have been riveted up ready for launching. Culverts have been laid on the soft formation bordering Whakaki Lagoon. Nuhaka (0 m. 0 ch. to 17 m. 12 ch) section station-yards added in 1923. At 1 m. 19 ch. links to the freezing-works and flax-mill, and at 1 m. 0 ch. to a ballast-pit. Temporary decks were laid bridges at 1 in. 23 ch., 3 in. 76 ch., 8 m. 43 ch., 9 m. 42 ch., 11 m. 30 ch., and 13 m. 62 ch. Waikokopu Section formation has been completed except for Waikokopu yard and wharf. slips from 18 m. 30ch. to 22 m., needed steam-shovels to keep the line open. Bridges at 19 m. 66ch. and 22 m. 54ch. have been completed. Girders for the bridges at 17 m. 50ch., 18 m., and 21 m. 23ch. have been received, and most riveted up. Ballast from the Nuhaka pit has been laid to 22 m. 24ch. Waikokopu Wharf 200 ft. long, carrying 2 lines of railway, all the main piles have been driven, and sufficient of the superstructure has been finished to enable regular trading-vessels to use the wharf. A telephone-line has been erected from Wairoa to Waikokopu. A limited goods service has included live-stock for the freezing-works. In 1938 the yards were extended and a platform, station building, goods-shed, and latrines built. At Nuhaka stock-yards were built and the loading pens paved with concrete in 1939. 2 platelayer's houses were built in 1922. 6/10/1924 Houses. 5/7/1939 Dwelling No 151. 11/1941 Bunkhouse by Davis Ellis Ennor Ltd for £1044.9s. Erection of 2 houses by Kirks Ltd for £2766.12.6. 7/1956 State house for NZR completed. 8/6/1937 The station and yard at Nuhaka started. 18/8/1937 Loading bank, cattle and sheep yards on the unopened line from Putorino to Waikokopu. 21/1/1938 PWD concreted the stockyards. 11/3/1938 Stockyards have one loading race. 7/3/1939 Repairs to stockyards completed. 29/6/1939 Horse shunting. 7/11/1946 a slight curve and an upgrade in the track from the stockyards to the yard, made it difficult for loaded stock wagons to be pushed that way. 9/12/1947 Siding was straightened. 15/9/1948 Electric light was installed over loading race. 11/1937 Station buildings by W Hedley for £1450. 15/6/1939 platform, cart approach, loading bank, goods shed 30ft x 20ft, cattle and sheep yards and passing loop for 51 wagons. Nuhaka will be an officered station. 3/8/1940 Closed as an officered station. Putorino – Waikokopu line will be taken over by NZR from Saturday 1/7/1939. 23/8/1943 Circular vat was taken down. 17/8/1960 construction of the cattle loading race was completed. 7/4/1970 Station destroyed by fire this morning. 7/6/1978 Stockyards removed. 2/9/1984 Now an unattended flag station. 1/7/1988 Shelter shed and low level passenger platform. In 1969 Nūhaka was 25 minutes from Kopuawhara and 27 minutes from Wairoa by a daily railcar.
256 Nūhaka River	bridge	324.84 km (201.85 mi)		1922		Nūhaka Bridge in 1926 Bridge 255 3 steel spans on 4 timber piers. Nūhaka railway bridge in 1958 Bridge 256 had 6 x 60ft girders, resting on ironbark piles. It had been replaced by 1949 by a 3 span bridge. As noted in the Incidents section below, on 6 May 2005 part of a repair train fell in the river when the bridge collapsed. It reopened in July 2005.
Waikokopu	station	333.42 km (207.18 mi)	9 m (30 ft)	February 1923	22 July 1973 23 m. 72 ch.	Waikokopu in 1951 - the station in the centre, the wharf on the left, to the right concrete blocks below the bluffs The first 3.5 m were built for 1/6 a yard. Waikokopu Branch. Nuhaka Section (0 to 17 m 12 ch). —Work was commenced in March 1920 by the letting of a number of co-operative contracts to returned Maori soldiers. Approximately 200 horses and 50 scoops are at present engaged on the works, the Natives providing the horses and the Department the scoops. 107 employees are at present engaged. About 6 miles of formation has been completed, and it is anticipated that the rails will be laid on 20 miles within the next year. Waikokopu Harbour Board having amalgamated with the Wairoa Harbour Board, the combined Board decided to concentrate on Waikokopu. However, after spending a considerable amount of money in an unsuccessful attempt to dredge out the inner basin, the Board found itself unable to proceed further for want of finance and public confidence. Eventually the Minister of Public Works agreed that his Department would erect a wharf connected with the railway to Wairoa and the freezing works. Waikokopu (17 m. 12 ch. to 23 m. sch.) section was completed with 3 steam-shovels, except Waikokopu station-yard. Temporary decks were laid bridges at 17m. 50 ch., 18 m. 0ch., 19 m. 66 ch., 21m. 23 ch., and 22 m. 54 ch. The permanent-way has been laid to 22 m. 24 ch., and a temporary track to the terminus at 23 m. 20 ch., giving a connection to the temporary wharf. A limited goods service started in February 1923. Major cuttings between 18 m. 43 ch. and 20 m. 36 ch., along the sea-coast, were complete in 1938. Waikokopu Station yard at 22 m. 70 ch. a 6,000-gallon water-vat, loading-bank, shelter shed, and latrines were built by 1941. Waikokopu Section main-line to the wharf approach and Waikokopu yard finished. The bridge at 21 m. 23 ch. is in hand, and the concrete piers have been erected. The railhead in 1925 was at 23 m. 19 ch., the approach to the wharf. The stone approach to Waikokopu Wharf is well in hand, and the timber approach complete except for bracing. The wharf itself was practically complete. It is expected that the permanent double line on to the wharf, and the scissors crossing, will be laid next summer. The Harbour Board shed is being moved to a suitable position to cope with the increased shipping. During the year 51 boats worked the harbour, and 3,000 tons of outward cargo and 3,400 tons of inward cargo were handled, most of the latter being railed to Wairoa. In 1925 at Waikokopu 2 leading and 2 anchorage beacons and 6 ft. track of 25 chains to the front anchorage beacon. All the meat exported by the Wairoa Farmers' Co-operative Company was railed to Waikokopu and lightered on to Home boats, which anchored in the Waikokopu roadstead. Flax from the Wairoa Flax-mill was similarly lightered. Sand has been shipped regularly to Gisborne, and sheep have been shipped to Lyttelton (two boats) and Napier (two boats). Goods traffic was maintained between Wairoa and Waikokopu, in conjunction with the construction work, and sheep were entrained along the line for the local meat-works. By 1939 Waikokopu yard had been relaid in new 70 lb. track, and ballasting completed in preparation for handing over to NZR. Preparation for an early start on platelaying beyond Waikokopu had been made A small wharf was built by PWD at Waikokopu in 1923. 2/1923 Wairoa – Waikokopu Ry built, 24 m. 35 ch.. 14/3/1923 expected to be complete within a year. 6/10/1924 Houses. 4/11/1941 Single men's bunkhouse built by PWD. 25/11/1924 The goods shed at Waikokopu is the only building completed on the line.  Water supply and weighbridge being constructed. Track, buildings, and bridges on the Wairoa – Waikokopu line will not be ready before 9/1925 or 10/1925. 25/11/1924 Waikokopu is 23 m. 72 ch. from Wairoa new station (Waikokopu Branch Ry) and end of wharf is at 24 m. 30 ch.. 12/1926 Waikokopu Wharf extension and additions – tender accepted from H J Peacock £238. 8/1928 Waikokopu Harbour Works – 20 ton side tip wagons sheet and ironwork – tender accepted from A & G Price Ltd, £520. 1/7/1931 The line between Wairoa and Waikokpu was built principally for carrying meat from Wairoa freezing works to the port of Waikokopu. Operated by PWD. Waikokopu Section, 24 m. 30 ch. long, goods traffic continued in 1932. Weeds including blackberry more than keep the few maintenance men fully occupied. An attempt is being made to control these by spraying. A 1931 photo shows the rail lines to the wharves. 9/5/1932 Re-opening of the line between Wairoa and Waikokopu approved. 12/8/1932 The line and port at Waikokopu is operated by PWD. The meat works at Wairoa were badly damaged by fire in 2/1931, and not yet restored, so the main revenue for the line has disappeared. The line was originally a branch line but with the Wairoa-Gisborne inland route abandoned in favour of the coastal route it became an integral portion of the proposed Napier-Gisborne railway. 1/10/1932 PWD crane No 1086 at Waikokopu. 20/9/1934 There has been a small wharf at Waikokopu for many years, developed by PWD to handle turbines, generators, transformers, etc when Waikaremoana hydro-electric power station was being built. 30/12/1934 Recommends construction of a timber wharf 800 feet long x 31 feet wide, equipped with 2 lines of railway. 18/8/1937 Cattle and sheep yards on the unopened Putorino-Waikokopu line. An excursion train from Waikokopu to Napier in December 1937. 15/6/1939 A 30-ton weighbridge is on sidings serving wharf which are under PWD control. shelter shed, platform, goods shed 30ft x 20ft, loading bank, cattle and sheep yards and passing loop for 39 wagons taken over by NZR from Saturday 1/7/1939. 17/11/1939 Considerable additions were made to the accommodation originally provided for the Wairoa – Waikokopu Section. 21/6/1939 Petrol electric locomotive used to transfer wagons from yard to PWD wharf. When the line is taken over to Waikokopu by NZR this arrangement will remain in force. PWD will have free access to the Waikokopu yard, excepting the main line. 29/6/1939 Wharf – Department's engines must not run on the sidings leading to the Wharf beyond a point 5 ch. from the points leading off the goods shed loop. 1/7/1939 Work completed on new line between Raupunga and Waikokopu. 28/7/1939 Wagons to and from wharf are lifted or placed in the NZR yard by tractor which is on hire by the Wairoa Harbour Board from PWD. 31/7/1942 An arrangement has been made with PWD whereby NZR will have the run of the line between Waikokopu and Gisborne for running goods trains. 7/8/1942 PWD 2738 pump and motor has been installed permanently at Waikokopu for water supply. 1/2/1943 Work completed on new line between Waikokopu and Gisborne.
Waikokopu Stream Bridge					23 m. 21 ch.	1937 Waikokopu Bluffs between 23 m. 24 ch. and 23 m. 73 ch. progressed satisfactorily, the highest section between 23 m. 32'50 ch. and 23 m. 35-25 ch. being taken down in a series of steps from elevation 181 ft. above formation-level. In this short distance the excavation entailed amounts to 23,600 cubic yards. Substantial sea-walls were built at various places between 23 m. 36 ch. and 23 m. 73 ch., the total length amounting to 338 lineal yards, requiring 1,050 cubic yards of concrete and stone. Work is at present in progress on a section between 23 m. 73 ch. and 24 m. 3 ch. Waikokopu Stream Bridge was largely built by the end of July 1939, of reinforced concrete, and completed in 1940, with 4 x 34 ft. spans. The bridge was delayed by steel shortage in 1939 and up to 20 ft. was added to its piles.1,580 ft (480 m) of concrete seawall was built below the bluffs in 1938. Bridge 257 4 steel spans on 5 timber piers. Bridge 258 3 steel spans on 4 timber piers. Bridge 260 6 steel spans on 7 timber piles. Bridge 261 4 concrete ballast deck spans on 5 concrete piers. Piers 1, 2 and 3 on concrete piles, piers 4 and 5 on concrete pads.
262 Opoutama Stream		335.43 km (208.43 mi)			24 m. 13 ch	In 1938 a diesel shovel at Waikokopu formed the bank across the estuary and moved slips in the vicinity of 24 m. into the bank north of the Opoutama Stream Bridge at 24 m. 13 ch. Another shovel built the bank at 29 m. 30 ch. 584 ft. of sea-wall, containing 690 cubic yards of concrete and stone, was completed, and 270 ft. of coping placed on the wall between 24 m. 50 ch. and 24 m. 11 ch. The base of pier D of the Waikokopu Stream. Bridge (at 23 m. 21 ch.) was completed. Opoutama Stream Bridge was completed after delay due to high seas. Sea wall at Opoutama in 1937 Opoutama Stream Bridge is a concrete bridge on 4 piers. It was practically complete in 1938 and the embankment across the estuary to the north was completed with spoil from the section between 23 m. 50 ch. and 24 m. In 1939 178 ft of sea-wall was completed at the south end of the Opoutama Stream Bridge. In 1982 20 wagon bodies were dumped at Waikokopu to strengthen the wall. Wairoa County Council filled them with concrete and tied and staked them end on to the sea to form a 3-layer breakwater. They remain in place, though parts of the seawall to the south of the bridge have collapsed, undermining the railway. A 6 ft. flat-top culvert at 25 m. 50 ch., 17 ft. long was built in 1940. Bridge 262 5 concrete ballast deck spans on 6 concrete piers. Bridge 262A consists of a steel span on 2 timber piers.
Opoutama	station	335.63 km (208.55 mi)	5 m (16 ft)	22 December 1942	28 February 1982 25 m. 70 ch	Opoutama in 1951 - station, bridge and bluffs crossing and loop materials for Opoutama Station Yard have been cut and assembled. It is expected that, by the end of 1939, track will have been laid to between 28 m. and 29 m. to the south end of the viaduct at 30 m. 15 ch. early in 1940. It will be then possible to complete the track-laying for Opoutama Station Yard. In 1940 4 large bins served by a temporary service line at 28 m. 35 ch. were constructed, and all aggregates drawn from this storage. Stock-yards, a loading-bank, buffer-stops, and towers for 2 12,000-gallon vats were built by 1941. Owing to conditions following the outbreak of war, the Waikokopu-Gisborne section was unavoidably retarded. 22/12/1942 Requesting PWD to arrange for a new stopping place to be provided at a point opposite Opoutama Public School. Shelter shed, landing ground and access is all that is required, as it is proposed to provide for passenger, parcels and small lots of goods only at this station. The new station should be called be called “Opoutama”; existing “Opoutama” station to be called “Kopuawhara”. Station buildings were painted in 1964. 24/1/1989 Shelter shed. A 1957 photo shows a small shelter shed.
263 Kopuawhara	bridge				27 m. 47 ch	All the piles had been cast, a total of 1,565 ft. of 16 in. octagonal piles being available for the job. The northern abutment piles, each 50 ft. long, were driven in 1938. Kopuawhara Stream Bridge test bores having indicated the absence of the solid bottom reported by earlier drillers, considerable amendment to pile-length became necessary. The total length of piling driven was 2,113 linear feet, an increase of 548 ft., which was the aggregate of the pile-extensions. By 1939, pile-driving was complete, and all piers cast to the underside of concrete girders. Reinforcing steel has been placed in the forms for the 3 x 45 ft. spans. The reinforced concrete bridge was completed in 1940, with 3 x 25 ft. and 3 x 45 ft. spans. Bridge 263 concrete ballast decks on 7 concrete piers. All piers are on concrete piles with the spans and piers poured as one.
Kopuawhara	station	338.17 km (210.13 mi)	5 m (16 ft)	13 January 1942	August 2002 27 m. 50 ch. to 27 m. 70 ch.	A passing-loop was installed by 1940, and temporary sidings established, so that Waikokopu could be replaced as the railhead. 17/11/1939 additional platelaying done in the sidings at Opoutama. 1940 Station buildings had a store room (13'-0” x 10'-0”), stationmaster's office (13'-0” x 16'-0”, lobby (13'-0” x 12'-0”), ladies room (13'-0” x 8'-0”) and men's conveniences (13'-0” x 9'-0”). 1941 loading bank and cattle and sheep yards. On and after Monday 13/1/1941, goods traffic was accepted, between Waikokopu and Opoutama worked by PWD. Goods and livestock traffic run from Napier to Opoutama from 14/1/1941. 31/7/1942 Arrangement with PWD for NZR to run Waikokopu-Gisborne goods. Loading bank and stockyards provided. 9/1941 Erection of station buildings and goods shed – tender of Kirks (Gisborne) Ltd accepted for £1903. 1/10/1941 Tanks at north and south ends incomplete. Finished – loading bank, stockyards, and platform. 4/11/1941 Contract let and work has started on 5 houses. Contract let for goods shed. 1950 Dwelling No B 431. 28/4/1964 Houses are being painted. 7/5/1942 PWD 248 pump and motor has been installed permanently at Opoutama station yard for the permanent water service.  Plant number plate has been removed. By 3 August 1942, when the station was handed over to NZR, there was a shelter shed, passenger platform, goods shed 40ft x 30ft, loading bank, sheep and cattle yards and a passing loop for 49 wagons. 30/9/1942 Opoutama is catering especially for wool and stock traffic from the Mahia Peninsular. 22/12/1942 General Manager asked PWD to form a new stop opposite Opoutama School, called Opoutama and the existing station to be Kopuawhara. 11/6/1964 Fire destroyed 2 trolley sheds, a shelter shed, and 2 tool sheds. 24/1/1989 Station building and low level platform. 2/1992 Crossing loop only, which remains in place. In 1969 Kopuawhara was 25 minutes from Nūhaka and 40 minutes from Muriwai by a daily railcar.
Paritū Loop	station	341.28 km (212.06 mi)	33 feet (10 m)	1 February 1943	20 June 1988	1937 The cutting at 29 m. 20 ch. was worked by a diesel shovel, motor-lorries disposing of the spoil into an adjacent filling. Very extensive slipping took place in this cutting, the present estimated total excavation required being 27,000 cubic yards as against an original figure of 19,000 cubic yards. Kopuawhara Section (length, 11 m. 20 ch.). all cuttings are clear up to 28 m. 60 ch. A large slip at 29 m. 15 ch. brought down by the rains of April, 1938, was removed with a a shovel and angle-dozer. Platelaying was practically complete to 28 m. 39 ch by 1940. First and second lifts of ballasting are complete to 28 m. 19 ch. and 28 m. 14 ch. respectively. Trimming, preparatory to platelaying, has been completed to 28 m. 50 ch. A retaining-wall, 40 ft. long, at 28 m. 60 ch. has been completed. Wire-mesh and boulder groynes have been placed in the Kopuawhara Stream at 29 m. 12 ch. and 30 m. 70 ch., a total of 600 cubic yards being constructed. 1/10/1941 Completed.  Crossing loop only 68 wagons. 1942 PWD dead-end off the loop.  Points face north, disconnected once the loop was connected to the automatic signalling. 3/8/1942 Napier – Gisborne line handed over to NZR. 1964 Buildings have been painted. 1989 Shelter shed, no platform, no sidings. A slip towards Beach Loop in August 1965 closed the railway for about a week.
Kopuawhara Camp		345.1 km (214.4 mi)				1937 renovation of 56 old-type married quarters and 95 single men's quarters, as well as the construction of 80 new-type married quarters and 136 single men's tent accommodation, complete with floors, sidewalls, and chimneys. 76 standard washhouses were constructed. Cookhouses were built at Waikokopu No. 2 Camp, No. 4 Camp, and No. 5 Camp. A new cottage for the Resident Nurse was erected at No. 3 Camp. At each of the 5 camps, shower-rooms and washing-rooms were provided, and at No. 4 and No. 5 Camps drying-rooms were also provided. The 11,000-volt power-line connected to the Wairoa Power Board's supply at Opoutama was carried through to Bartletts, and each camp was reticulated and power and light laid on to all accommodation. A YMCA hall, with canteen and billiard-room, was established at No. 5 Camp (33 m.). At Waikokopu and No. 4 Camp (31 m. 25 ch.) smaller buildings, containing billiard-room, canteen, and reading-room only, were erected. The original building at No. 3 Camp (29 m. 40 ch.) was destroyed by fire in April 1936. A new hall, with billiard-room, canteen, reading-room, social hall, and post-office was built in 1937. A new stores building and carpenters' shop were erected at No. 3 Camp, and repairs and renewals effected in the case of other service buildings. Two foot suspension bridges were erected over the Kopuawhara River to give access to work on the side of the stream opposite the service road. The clearing of willows from the Kopuawhara River has been completed from opposite 28 m. 40 ch. to service road bridge. 1937 Kopuawhara Section (Length, 10 m. 72 ch.) 182,000 cubic yards was excavated, mostly by cooperative contract. 22/12/1942 Kopuawhara Camp site temporary stopping place at 215 m. 25 ch. No.4 camp in the Kopuawhara Valley serving the Wairoa Gisborne railway construction, 19 February 1938 12/7/1943 PWD Camp No 3. 47 huts at Camp 3 were in a loop of the stream and most were swept away in 1938. Camp 4 was downstream and rather larger.
14	tunnel	46 m (2.3 ch)				The tunnels on this section have semi-circular tops and vertical sides and were built using battery locomotives and air compressors. Track at the northern portal runs directly onto Kopuawhara Viaduct.In 1941 Kopuawhara Section (length, 11 m. 60 ch.) earthwork was completed to 30 m. 15 ch. clearing out cuttings and widening banks to 33 m. 33 ch. A retaining-wall at 28 m. 64 ch., 66 ft. long, was completed. Wire-mesh and boulder groynes have been placed in the Kopuawhara Stream at 30 m. 45 ch., 31 m. 12 ch., and 32 m. 11 ch. Tunnels were complete by 1941 at 30 m. 09-45 ch. (156 ft. of excavation and lining), 30 m. 52-16 ch. (385 ft. excavation and lining), 31 in. 40-22 ch. (356 ft. excavation and 359 ft. lining), and at 33 m. 06-77 ch. (397 ft. excavation and 411 ft. of lining). The tunnel at 32 m. 05-77 ch. will have a total length of 200 ft., of which 117 ft. of excavation and 99 ft. of lining were complete by 1941. Tunnel 14 46 m (151 ft) Concrete lined with straight sides.
264 Kopuawhara	viaduct	162 m (531 ft)	39 m (128 ft)		30 m. 15 ch.	Aerial view of Kopuawhara viaduct and Tunnel 14 in 1986 The Waiau Stream flows into the Kopuawhara Stream just upstream from the viaduct, so both names have been used to describe it. Kiwirail use the name Kopuawhara viaduct, as did Auckland Weekly News for a photo when the line opened. The listing of Historic Place Category 2, Number 7344, given on 10 October 1996 used the name Waiau Viaduct and said the listing was for a noteworthy example of reinforced concrete design, on one of the last major links in the national railway system, with a very large, open spandrel parabolic arch (54 m (177 ft) long, 29 m (95 ft) and up to 39 m (128 ft) above the stream), with "a counterpoint of girder spans on either side, all on graceful tapered trestle piers". It was designed in 1939 by Charles Turner. 1937 Tests for foundations were completed for the viaduct. Concrete was used due to a shortage of steel in 1937, caused by rearmament. Detailed plans of foundations of the concrete-arch viaduct at were completed in 1939, and 8 pier foundations and the excavation for the northern arch abutment opened up. Surface spoil was stripped from the southern hillside to excavate abutment A and piers B, C, and D. It is anticipated that with prompt delivery of steel this bridge will be complete by October, 1940. The arch was built on timber formwork about April 1941. It was one of the last parts of the line to be completed. The whole viaduct is 531 ft (162 m) long, with a 30 ft (9.1 m) and 8 x 40 ft (12 m) approach spans. Construction was to be finished in 1941. Bridge 264 10 span concrete ballast deck. Piers 1 and 11 are expansion piers. Piers 2 to 9 are concrete piers on a concrete base and pier 10 is a sliding pier. A 1964 photo showed a steam-hauled freight train crossing the viaduct. Bridge 264CA an open culvert with a single timber span on 2 concrete abutments.
15	tunnel	117 m (5.8 ch)				1937 Approach cuttings are being cleared for the tunnels at 30 m. 47 ch. and 31 m. 40 ch. 1937 Site plans were prepared for bridges at 33 m. 27 ch. and 33 m. 33 ch. In the tunnel at 30 m. 9'50 ch. a top heading has been driven 109 lineal feet. The length of this tunnel is 2-35 ch. 1940 The tunnel at 30 m. 9-45 ch., 156 ft. long, has been completed and work commenced on the tunnel at 30 m. 52-16 ch. At 32 m. 6 ch. the approach cutting was completed at the south end. Tunnel 15 118 m (387 ft) Concrete lined curved walls.
16	tunnel	109 m (5.4 ch)	13-19 345km-350.25km			Tunnel 30 m. 9-45 ch. south portal was built and the complete 52 yards of the tunnel excavated and lined in 1938 before the north portal was built. 33 m. 6-77 ch. tunnel 6 ch. was complete in 1938. A 3 ft. culvert, 54 ft. long, at 31 m. 18 ch. was built in 1940, together with 120 ft. of smaller culverting. About 2015 a bank was undermined north of the tunnel, at 347.73km and the track sank into the gully. Tunnel 16 109 m (358 ft) Concrete lined straight walls.
265 Waiau	viaduct	348.2km	30.5 m (100 ft)	1942	32 m. 1 ch.	1937 Tests for foundations were completed for the bridge at 32 m. 1 ch. Final plans of bridge not completed by 1939. The shortage of carpenters has had an adverse effect on the progress of all structures, and further tradesmen are required for proper progress. A reinforced concrete parabolic arch with 8 reinforced concrete girder spans, built in 1941. Construction commenced in September 1939 on the Waiau Stream Bridge, a reinforced concrete structure, and foundations of 3 piers were completed. The solid sandstone is covered by an average depth of 16 ft. of large bounders. The total length of the finished structure will be 377 ft., comprising 7 x 45 ft., a 22 ft., and 2 x 20 ft. spans. Bridge 265 is a 9 span concrete viaduct with ballast deck.
17	tunnel	63 m (3.1 ch)				The tunnel at 31 m. 40-22 ch. is complete, the total length being 359 ft. The southern portal and 33 ft. of tunnel lining at 32 m. 5-77 ch. were completed when the party was withdrawn to carry out concreting in Tikiwhata Tunnel. A complete bottom heading for the whole length of 206 ft (63 m) has been driven in the tunnel at 32 m. 5 ch., and enlargement of the south portal was in 1939, 50 ft. having been enlarged. 17 feet of wall and footing excavation were completed. Tunnel 17 63 m (207 ft) Concrete lined with straight walls.
4082 crossing	siding	349.26 km (217.02 mi)				3/8/1987 Wharerata Walkway service siding removed. In 2012 water scoured out part of the bank at 349km.
18	tunnel	125 m (6.2 ch)				The tunnel at 30 m. 9 ch. was finished in 1938, the total length being 168 ft (51 m). The bottom heading of the tunnel at 30 m. 52 ch. was opened up in 1939, 60 ft. out of 336 ft (102 m) being driven to date.The bottom heading of the tunnel at 31 m. 40 ch. has been completed for a length of 384 ft. and a small top heading carried for the same distance, the party concentrating on breaking down and lining. This is complete for a distance of 144 ft. The tunnel at 33 m. 7 ch. (length, 6 ch.) was completed in December 1938. The party carrying out this job had been withdrawn after the February flood and had been engaged for the ensuing 6 months on road repairs, recommencing tunnelling in August. 1937 At the tunnel from 33 m. 6"90 ch. to 33 m. 12"80 ch. approach cuttings were excavated for both ends, and a bottom heading driven for a length of 5 ch. Tunnel 18 122 m (400 ft) Concrete lined with straight walls.
266 Waiau River A	bridge	350.2km			33 m. 27 ch.	Final plans of bridge not completed by 1939, but should be complete at approximately the same time as Waiau Viaduct. The shortage of carpenters has had an adverse effect on the progress of all structures, and further tradesmen are required for proper progress. Steel piles were completed in readiness for constructing the concrete piers and steel girder spans. The shortage of skilled tradesmen and the delay in obtaining delivery of reinforcing steel have adversely affected progress. Reinforced-concrete bridge of 4 x 40 ft. spans. Excavation for foundations for piers C and D completed and some concrete placed. Bridge 266 4 skew concrete ballast decks on 5 concrete piers.
267 Waiau River B	bridge	350.3km			33 m. 33 ch.	A reinforced-concrete bridge over the Waiau Stream built about 1940.Waiau Stream Bridge at 32 m. 1 ch. all the foundations for the piers were completed with the exception of abutment K. Abutment A and piers B, C, D, E, F, G, and H were completed to full height, and piers I and J are in course of construction. Falsework for spans AB, BC, and CD was completed. Waiau Stream Bridge at 33 m. 33 ch. comprises 3 x 40 ft. plate girder through spans on concrete piers founded on 10 in. by 8 in. R.S.J, piles driven to solid sandstone. During the year the concreting of all piers was carried out and girders placed, but not riveted owing to shortage of labour. In March a riveting gang started and completed 1½ spans. All bridge-construction has been adversely affected by the shortage of skilled labour. Bridge 267 3 steel TPG spans on 4 concrete piers. Bridge 267A 2 steel spans on 3 concrete piers. Bridge 268 a single steel span on 2 concrete piers. Bridge 269 3 concrete ballast deck spans on 4 concrete piers. Bridge 270 a concrete ballast desk span on 2 concrete piers. Bridge 271 6 steel spans on 7 concrete piers. Piers 2 to 5 comprise 2 concrete legs on a concrete base. Bridge 272 a concrete ballast deck span on 2 concrete piers.
19 Tikiwhata	tunnel	2,989 m (148.6 ch)		south portal 350.4km	south end 33 m. 36-50 ch.	In 1924 it was decided to build a 3.5 mi (5.6 km) tunnel under the Wharerata ridge, rising to 900 ft (270 m) at the Wairoa end and 800 ft (240 m) at the Gisborne end, approached by 1 in 50 gradients for about 7 mi (11 km) on each side. From the south end a bottom heading was driven a distance of 9 ch. 60 links in 1937. Towards the end of 1937 enlargement to full dimensions was commenced. At the portal of this tunnel a fitting and blacksmith's shop was constructed and plant installed to carry out necessary repair and maintenance work to construction plant. The installation of an 800-cubic-feet compressor unit was almost completed, and the portable machine at present supplying the tunnel and workshop will be available shortly for transfer to another tunnel party. In 1938 concrete lining at the north end was delayed until a diesel and 2 battery locomotives arrived. 311 yards was excavated, and 60 yards of tunnel lined with concrete. The southern portal was finished by May 1939. Tikiwhata camp was linked by cable-hauled railway, about a mile long, to the tunnel's north portal. It had its cook and bath houses from 1930, but its huts had to be replaced when work restarted in 1935. It housed workers during construction in 1937. 10ch had been dug at the south end by the end of 1937. Work at the south end of the tunnel was continuous in 1939, and 1,400 ft. was dug and 937 ft. lined. The ground was in general very good, but a length, of broken water-bearing ground at 33 m. 60 ch. needed immediate placing of concrete lining over a length of 231 ft. A concreting shift was added to increase progress and allow completion in the early summer of 1940, to fit in with platelaying and bridge programmes. In 1939 progress at the north end of Tikiwhata tunnel was steady but not spectacular. Difficulty of access to the portal and the very restricted working-space available have mitigated against the rapid handling of concreting and other materials. 2,130 ft. of excavation or 21% of the total length, has been completed, and 1,706 ft. of tunnel lined with concrete, equal to 17%. To expedite progress a separate party will be employed on the concrete lining when men are available from the Waikoura Tunnel. It was originally estimated that this tunnel would be completed in October, 1940, but it is now probable that it will not be completed before the end of 1940. The tunnel runs up to 1,000 ft. below the main ridge between the Waiau and Tikiwhata Streams. The ground was variable, with soft seams and faults in places, which caused minor delays and required the lining to be kept close to the workface. On the north end, 1,716 ft. of excavation and 1,730 ft. of lining were completed during the year, making the total, to 1940, 3,354 ft. of excavation and 2,969 ft. of lining, equal to 34% and 30%. 1937 the north portal had little working-space at tunnel-level, as tunnel 20 is just 1¾ ch. north. A 920 ft. jigline, with an average slope of 35° ran from the service road to the portal carrying timber and machinery, with concrete using a chute close to the jigline. An 800 cubic feet electric air-compressor was at the foot of the jigway. Tikiwhata Tunnel driving was continuous during 1940 at the south end, though the ground was poorer, requiring concreting close to the workface. The amount of work done during the year comprised 1,630 ft. of excavation and 1,395 ft. of concreting, making the totals to date 3,315 ft. of excavation and 2,852 ft. of concreting. A length of approximately 46 ch. separates the south and north headings of this tunnel, and it is anticipated that a break through should be made by the end of 1940. 1941 Tikiwhata Tunnel, 9,804 ft (2,988 m) driving of the south face slowed by wet ground and shortage of man-power. In 1941 1,275 ft. was dug and 1,401 ft. lined. The total progress to date is south-end excavation, 4,590 ft. and lining 4,253 ft., while on the north end 4,901 ft. have been excavated and lined, making a total of 9,491 ft. and 9,154 ft. respectively. At 31 March 1941 the headings were separated by 218 ft. Tikiwhata (north end), 4,901 ft. Platelaying was complete into the Tikiwhata Valley, 22 m. 11 ch. from Gisborne. Tunnel 19 2,992 m (9,816 ft) Concrete arched shaped profile.
20	tunnel	135 m (6.7 ch)				3 short tunnels in the Tikiwhata Valley at 35 m. 40 ch., 46 ch., and 58 ch. were well advanced, 510 ft. out of a total of 980 ft. being completed by 1939 the machine-shop had difficulty getting trained fitters. Tunnel 20 136 m (446 ft) Concrete lined with straight walls.Tunnels at 35 m. 58 ch., 35 m. 46 ch., and 35 m. 40 ch. 956ft of the bottom headings of these tunnels was complete by 1937. 1941 Tunnels at 35 m. 40 ch., 35 m. 46 ch., and 35 m. 58 ch., 980 ft.
21	tunnel	63 m (3.1 ch)	353.39-353.78km			3 tunnels at 35 m. 40 ch., 46 ch., and 58 ch. completed. Lining is progressing, using the concreting-plant provided for the north end of Tikiwhata Tunnel, and 203 ft. of lining and 2 portals have been finished. Tikiwhata Valley bank at 35 m. 62 ch., 105 ft. high, and rock cutting between 35 m. 70 ch. and 35 m. 76 ch., had 2 diesel excavators working in 1938. A compressed air hoist lifted empty trucks to the back of a train of 8 or 10 trucks hauled by an electric locomotive.Tunnel 21 62 m (203 ft) Concrete lined with straight walls.
22	tunnel	110 m (5.5 ch)				In 1937 in the Tikiwhata Valley formation work was done on the tunnel approach cuttings and cuttings at 35 m. 54 ch. and 65 ch. Of the 6m. 58 ch. of formation on this section, 3m. 34 ch. were complete. Completed earthwork was 322,425 cu yds, or 62%, of the estimated total of 521,425 cu yds. In the Tikiwhata Valley, at 35 m. 73 ch., the last big rock-cutting on the section was nearly cut in 1939, spoil being used for a 105 ft. bank at 35 m. 62 ch, which was also filled with spoil from Tikiwhata tunnel. Between 35 m. 70 ch. and 35 m. 76 ch., building of a 356 ft. retaining-wall waited until the bank could be used. Between 35 m. 65 ch. and 35 m. 76 ch., in the Tikiwhata Valley, excavation for the foundations of some 280 ft. of retaining-wall was replaced by a half-bridge section in reinforced concrete. Excavation during the year amounted to 32,146 cubic yards, including 15,867 cubic yards of slip material. The quantity of earthwork completed to date on the section amounts to 555,262 cubic yards, or approximately 99% of the total. The total length of bridging on the section is 875 ft., of which 60% is completed. In 2012 the largest of the slips, at 353.95km, about 90 metres wide x 30 metres deep, immediately north of tunnel 22, left the track hanging in mid air. By 2013 it had washed down the gully and can only be crossed on foot. Tunnel 22 110 m (360 ft) Concrete lined with straight walls.
23 Coast	tunnel	935 m (46.5 ch)	355.41km south portal - 355.354km north portal	1938		The Coast Tunnel was started at both ends in 1937. 1937 Coast Tunnel (1,024 yd (936 m)): Owing to the inaccessibility of the north face and needing tunnel spoil for the 90 ft. filling at 20 m. 27 ch., a bottom heading was driven through the whole tunnel. Lining then started at the south portal, spoil being-trucked through the bottom heading to the filling. 283 feet of bottom heading was completed by 1937 from the north end and 316 ft. from the south, making a total of 599 ft. A 600 cu ft (17 m3) diesel-driven air-compressor was installed in 1937. In 1938 the bottom heading was completed, and preparations made for enlarging and lining from the south end. A length of 386 ft., including lining, was completed from this end, and in November 1938 the party was transferred to the north end, where some 6 ch. of unstable ground required immediate attention. The tunnel skirts the hillside on a curve, and for 405 ft. excavation was in pug, rubble, and clay. Extra-heavy concrete lining 18 in. in thickness was necessary, materials being brought through the bottom heading from the south portal. All the bad ground at the north end has now been lined, and work is once more proceeding from the south end. The excavation completed, including the bottom heading, is 49% of the total length, and 801 ft., or 26% of lining has been finished. Good progress was made with enlarging and lining the tunnel. Soft ground at the north end necessitated construction of 18 in. lining, with a concrete invert, for 405 ft. from the portal. Otherwise the ground was more stable than anticipated. Progress was improved by creating a separate concreting party on this and Tikiwhata Tunnel alternately. Lining now completed amounts to 1,589 ft., or 52% of the total, while the equivalent of 1,974 ft., or 64% has been fully excavated. In 1941 the bottom heading was completed, 824 yards being driven during 1938. Metal bins and concrete-mixing plant were put at the south portal, and 5 yards of tunnel dug to full section.Tunnel 23 935 m (3,068 ft) Concrete lined with straight walls for first 815m and then curved walls for the remaining 120m.
24	former tunnel	123 m (6.1 ch)		355.9km & 355.825km	20 m. 10 ch.	The 131 yards tunnel had 55 yards completed by 1938, including lining, and a further 14 yards of top heading driven. Progress was slow due to the friable rock, and difficult access, via a 30ch sled track and 530ft chute. For this reason, and also because spoil was needed to fill at one end, a 10 ft. by 8 ft. bottom heading was put right through in 1937. By 1938 16 ch. had been driven. The tunnel, sometimes called Saunder's tunnel, was completed in April 1939. A roof fall went to the surface, 80 ft. above the track. The tunnellers escaped with minor injuries to one man. For 134 ft. at the north end a concrete invert was needed under the main sill-props for work to proceed. Pressure later distorted the tunnel and required timber props. Therefore it was daylighted, during 3 months in the autumn of 1956. Some lining remains from the tunnel. In 2012 a landslide left the track hanging over a gap, 45m wide x 90m long x 15 metres deep, just south of the old tunnel at 355.5km.
Beach Loop	station	357.41 km (222.08 mi)	400 feet (120 m)	1 February 1943	223 mi 2 ch (358.9 km)	1/10/1941 63 wagon crossing loop only. 21/1/1944 As this column is for emergency use only, one on the main line is hardly necessary. To water their engines, PWD put up a water column and 3 inch hose alongside the main line. The vat is alongside the siding. 1/11/1944 Material from the water service was forwarded to Foreman of Works, Wellington, in wagons M 733 and M 1185. 6/4/1949 Vat is on loop. 6/4/1949 Water column on main line was removed in 1944. 16/6/1950 The only portion of the old water column remaining was a pipe under the track. 10/10/1947 Planking and handrail along the open drain on the hill side of siding to be replaced by a handrail. 7/11/1947 completed. 16/6/1950 backshunt put in hand. 23/8/1950 involves the conversion of a turnout to a crossover worked by a frame lever. 8/1/1951 backshunt required to be shunted by Up trains and also to be used for locking up work trains. 7/3/1952 not fully ballasted. 26/3/1952 backshunt off loop on left side of line, 31/3/1952 backshunt completed for £1079.3.8. 1/8/1952 additional £279 allocated, making the total £1079. 28/4/1964 Buildings have been painted. 2/1992 Crossing loop and backshunt. In 2012 track at the south end of the loop was left hanging in mid air and, less than a kilometre north of the loop, the line was partly washed out. Railbike Adventures now use the line from Gisborne to Beach Loop.
25	tunnel	89 m (4.4 ch)				In 1937 tunnel at 18 m. 70 ch. (101 yards): The bottom and top headings have been completed and 200 ft. of tunnel lined with concrete. An additional 17 ft. has been excavated to full size ready for concreting. In 1938 29 lineal yards were excavated and 34 lineal yards lined with concrete, completing this tunnel.From 19 m. 2 ch. to 19 m. 46 ch. formation is practically completed except for the 80 ft. embankment at 19 m. 30 ch. From 19 m. 46 ch. to 20 m. 36 ch. occurs the heaviest earthwork on the section. The country which appeared somewhat treacherous proved better than anticipated; 38 ch. out of the 70 ch. have been completed, and a further 20 ch. are well advanced. Tunnel at 20 m. 10 ch. (131 yards): The bottom heading has been completed through comparatively soft ground, which will require extra lining. 1941 Tunnel at 20 m. 15 ch., 486 ft. At 17 m. 35 ch. the 10½-chain tunnel completed by 1924, and at 18 m. 30 ch. work is well in hand. Approaches to the tunnel at 19 m. 70 ch. have been opened up, and a start will shortly be made with driving.Tunnel 25 89 m (292 ft) Concrete lined tunnel with a horse shoe shaped profile.
273 Wharekākaho Stream	bridge					In 1940, south of Waikoura Tunnel, a troublesome section from 18 m. 45 ch. to 19 m., had a large slip of 9,750 cubic yards, including huge blocks of sandstone, in the cutting at 18 m. 56 ch. At 358.3km, about half way between Bridge 273 and Tunnel 26, a large bank has partly washed out. Bridge 273 2 concrete ballast deck spans on 3 concrete piers. Bridge 274 5 steel spans on 6 concrete piers. Bridge 275 is a road overbridge giving farm access from SH2.
26 Waikoura	tunnel	1,443 m (71.7 ch) 359 km (223 mi)		1939	18 m. 42 ch -	Waikoura tunnel in 1939 In 1937 Wharerata Section (Length 9 m. 17 ch.) With assistance from Gisborne Workshop, and in spite of the difficulty of obtaining materials, good progress was made. 2 diesel shovels dug cuttings in the Waikoura Valley and at 19 m. 38 ch. to 47 ch. In the Waikoura Valley formation has been completed between 15 m. 19 ch. and the tunnel portal at 17 m. 51 ch., with the exception of cuttings at 15 m. 57 ch. and 17 m. 43 ch., and the embankment from 16 m. 6 ch. to 46 ch., which will be formed with tunnel spoil. A short deviation of the centre-line and a stream-diversion at 17 m. 6 ch. saved the removal of large slips which occurred while construction work was suspended. The heavy cuttings, 100 ft. embankment in the Wharekakaho Valley and south portal of the Waikoura Tunnel were built in 1937. Tunnelling was delayed by difficulty in getting tunnelling machinery. The country which is to be pierced by the 3 larger tunnels is stable sandstone, and warranted the adoption of the "American" or arched system of timbering, allowing the whole tunnel to be dug at once. To obtain the best advantage of the system, mechanical loading into trucks was used, except for the bottom heading until there were suitable loaders. To line the larger tunnels concrete was forced behind steel form-work by electric concrete pumps. Waikoura Tunnel (1,555 yards) North End: 264 lineal feet of bottom heading has been driven and 169 ft. of tunnel excavated to full size. Concrete lining has been completed for 117 ft., together with the tunnel portal. An 800-cubic-feet electrically driven air-compressor, 30 in. ventilating fan, aggregate bins, and concrete-mixing plant have been installed and are in operation. Waikoura Tunnel, South End: A jigway 600 ft. long at an average slope of 28° served the tunnel. A 600 cubic foot diesel air-compressor is in course of erection. Driving will commence as soon as the approach cutting is completed. 10ft a day was described as a record rate of progress in 1937 and continued in all the tunnels in 1938. The south end of the tunnel has a slight curve. Torrie's Road Camp was set up to serve the northern portal of the tunnel. Most equipment was removed between 1930 and 1935. 3.5ch had been cut by Mar 1937. The southern end was started later. The YWCA hall and huts were close together and not far from the portal. An up-to-date machine shop was erected at the north end of the Waikoura Tunnel in 1937 to serve the whole of the section. Earl's Camp served the southern portal in the Wharekakaho valley. Steel formers were used to shape the concrete tunnel lining. The line climbs at 1 in 200 in the tunnel. Waikoura Tunnel was pierced on 12 May, 1939, the error in alignment being 1 in., and in level ¾ of an inch. The tunnel is curved at each end. Progress was not quite as rapid, as expected, and averaged 60 ft. a week. The ground, though generally good, was variable, and minor falls delayed progress. Small methane gas-vents were insufficient to be a danger. 350 ft. of lining has yet to be completed, the work being carried out from the north end only. The tunnel lining was finished in July 1939. Small cracks in the arch, caused by swelling of the surrounding rock over a length of several ch., were remedied by pressure grouting. The tunnel has since been strengthened with steel supports and the track lowered, to allow high cube containers to fit below the supports. 1941 Waikoura Tunnel, 4,730 ft. Tunnel 26 1,443 m (4,734 ft) Concrete lined with straight walls. Tunnelling 14,393 ft., of which 10,508 ft., or 73% was completed by 1940.
Bartletts	station	363.59 km (225.92 mi)	63 m (207 ft)	15 January 1941	20 June 1988	1938 Waikoura Valley embankment between 16 m. 5 ch. and 16 m. 30 ch. was formed with spoil from Waikoura Tunnel at 17 m. 51 ch. In the Waikoura Valley, 14 m. to 17 m. 50 ch., formation was complete in 1939, except for the approach fillings to bridges. From 16 m. 5 ch. to 16 m. 75 ch. the embankment was formed with spoil from the Waikoura Tunnel at 17 m. 51 ch. At 18 m. 67 ch. and. 19 m. 51 ch. 2 large slips obliterated the completed formation. Both were removed by diesel shovels, but further slips formed at 18 m. 67 ch. At 20 m. 27 ch., a water-drive blocked by a large slip during the floods, washed out a partially completed filling, 92 ft. deep, and a minor deviation was made. In addition, a diesel shovel borrowed some 19,200 cubic yards from a bluff, with the rest from the coast tunnel. In 1940 2 big fillings at 20 m. 27 ch. and 35 m. 73 ch. were built up with tunnel spoil, and completed except for trimming and making up any subsidence which occurs. On 6 April 1929 the first sod was cut for the tunnel and a camp was set up at Kōpua. Kōpua was renamed Bartletts in May 1929. Kōpua is a hill overlooking the station, which was named after Thomas Bartlett, with whom some of the workers stayed, though the name wasn't officially approved until 1944. Staff were transferred from the Milson Deviation, when that scheme was postponed, later in the month. Work stopped on 14 January 1931. 11 work camps, with 3 schools and 8 YMCA halls, were set up in the area in 1936, including Boyd's and Earl's. 9 of them had cookhouses; the others were for married men with their families. YMCA also ran post-offices and savings-banks at Bartlett's, Torrie's Road, Wharekakaho, Tikiwhata, Paritu, Kaingapipi, and Kopuawhara. A sawmill was erected at Bartletts in 1937, to cut timber for all tunnels and other works. An 11kV power-line from Waikokopu to Bartletts fed tunnelling and other machinery. 3 YMCA's, a school, 2 cookhouses, bathhouses and drying-rooms were erected. 2 diesel excavators, 2 steam-locomotives, 2 petrol locomotives, a diesel locomotive, 5 diesel mine locomotives, 5 electric-battery locomotives, 10 concrete-mixers, 4 air-compressors (stationary), 2 air-compressors (portable), 3 tunnel-mucking scrapers, 3 concrete pumps, and 5 air-hoists were in use in 1938, when a YMCA, 20 married-men's quarters and service buildings were erected. Floods on 25 April and 4 May 1938 caused many large slips. 15 January 1941 PWD running passenger trains between Gisborne and Bartletts. In 1956 2 state houses for NZR completed. In 1964 station buildings were painted, passenger platform, no sidings.
276 Maraetaha River A	bridge					2 reinforced-concrete highway bridges, each 3 x 45 ft. spans, were completed over the Maraetaha River at 14 m. 70 ch. and 15 m. 15 ch. closing 3 crossings and improving the road-alignment. railway bridges at 14 m. 53 ch. and 14 m. 71 ch. were started. Gisborne section is well advanced, remaining earthworks awaited completion of bridges, which was accelerated in 1939, with very favourable weather for foundations. Earthwork was completed to 12 m. 60 ch., and between 12 m. 60 ch. and 14 m. some 15 ch. have been left to provide material for bridge-approach fillings. The total quantity removed amounts to 167,577 cubic yards. The deviation from 13 m. 60 ch. to 14 m. 10 ch. necessitated by the flood of February 1938, is partly completed, and a diesel excavator will be available for this work shortly. Bridge 276 6 steel spans on 7 concrete piers.
Maraetaha	station	364.98 km (226.79 mi)	58 m (190 ft)	1 February 1943	8 March 1988	1939 14 m. 40 ch. 1942 19 m 47 ch from Waikokopu. 227 m 61 ch from Palmerston North. 1943 115 m 72 ch from Napier. Wharerata (length, 9m. 17-65 ch.) section had a large slip of about 7,000 cubic yards at 18 m. 62 ch. in 1941. bridging on this section has been increased from 875 ft. to 1,080 ft. by the substitution of bridges for retaining-walls. The total length completed is 695 ft. Wharerata Station yard and the 20 ch. coast siding completed in 1941. Boyd's camp was rebuilt on higher ground after the 19 February 1938 Maraetaha and Kopuawhara Stream floods, when single men's quarters at No. 4 Kopuawhara Camp were swept away and 22 died. 7 married men's quarters at Boyd's Camp on the Maraetaha watershed were also swept away and a life lost. Wharerata until 17 October 1948 then Maraetaha. 10/1929 4 platelayers' cottages in station yard – tender of Shorter & McLatchie accepted, amount £1877.8s. 10/1938 goods shed tender of A E Kirk for £509 accepted to provide additional storage for cement during construction, with an extra siding in 1940 and the yard metalled and partly ballasted ready for platelaying. 4/11/1941 Goods shed erected. 1/10/1941Stockyards building. Finished – tanks at south end, platform, loading bank, shelter shed, goods shed, and bunkhouse. 4/11/1941 Single men's bunk houses built by PWD. 1942 PWD running Gisborne-Wharerata goods trains. The station then had a shelter shed, 30ft x 20ft goods shed, loading bank, cattle and sheep yards and a passing loop for 37 wagons. An arrangement has been made with PWD whereby NZR will run goods trains between Waikokopu and Gisborne. Wharerata section during 1940 had 3 major and 4 minor tunnels in course of construction, a cutting and 2 large banks remaining. A considerable number of large slips have been removed after floods. small culverts between 19 m. and 20 m. 36 ch., were left until completion of the tunnels. In 1940 steady progress was made through rugged hill country with heavy earthworks and 3 long tunnels. Except for one large slip, no major setback occurred to delay the work, as has been the case in previous years. Heavy earthworks are all completed, though a considerable amount of trimming and cleaning up has still to be done. Tunnelling is well advanced, and should be completed by the end of this year. Delay in delivery of bridge girders has hindered platelaying, and no permanent-way has been laid.
278 Mangakotukutuku Stream	bridge				13 m. 76 ch.	Mangakotukutuku Bridge—2 x 60 ft. and a 40 ft. span —abutment A and pier B were completed, and pier C and abutment D were being built in 1939.A 13 m. 60 ch. - 14 m. 10 ch. deviation, necessitated by the 1938 floods, was finished, including protection work at Mangakotukutuku Stream, which was diverted into its enlarged and deepened original channel. The spoil of large boulders was used to form a very solid stop-bank protecting the railway. Of the 16 bridges on this section, only 5 were incomplete in 1939. All concrete piers are now constructed, while 1,665 lineal feet of steel girders out of a total of 2,245 ft., are in position, and the remainder will be launched when available. Bridge 277 4 steel spans on 5 concrete piers. Bridge 278 3 steel spans on 4 concrete piers.
279 Maraetaha River C	bridge				13 m. 26 ch.	Bridge 279 5 steel spans on 6 concrete piers. Maraetaha No. 4 Bridge has 3 x 45 ft. steel spans placed and requires 2 x 60 ft. spans. Both abutments were protected with heavy boulders. Concrete foundations for all piers were constructed at low-water.In the Waikoura Valley (14 m. to 17 m. 50 ch.) approach fillings to all bridges were complete by 1940 and formation ready for the track when trimmed. At 14 m. 55 ch. piers and abutments for Mangakaiwharangi No. 1 Bridge were completed, and 3 x 30 ft. steel spans launched. The 60 ft. span will be placed as soon as it is available. At 14m. 71 ch. Mangakaiwharangi No. 2 Bridge was completed except for the "bedding-down" of 5 x 40 ft. and a 15 ft. girder span. The piers and abutments of Mangakaiwharangi No. 3 Bridge at 15 m. 15 ch. were also completed.
280 Maraetaha River D	bridge				12 m. 60 ch.	Bridge 280 5 steel spans on 6 concrete piers. 3 x 30 ft. steel spans are in position for Maraetaha No. 3 Bridge, a 60 ft. span being required to complete the bridge. Pier B was completed, and pier C is in hand. Bridge 280 has a Gisborne District Council water gauge on it.
281 Maraetaha River E	bridge				12 m. 23 ch.	Maraetaha No. 2 Bridge 3 x 60 ft. spans, all piles driven and the foundation for the south abutment poured. In 1940 permanent track was laid from 10 m. 41 ch. to 12 m. 42 ch., and the second lift of ballast completed to the bridge gap at 12 m. 18 ch. Bridge 281 3 steel spans on 4 concrete piers.
282 Maraetaha River F	bridge				11 m. 27 ch.	Maraetaha No. 1 Bridge 60 ft. steel span is in position, and 2 x 40 ft. and 2 x 20 ft. temporary timber spans were erected. As a result of the 1938 flood it was considered necessary to raise the level of the bridge by 6 ft. 6 concrete piers for Maraetaha Stream No. 1 Bridge, 180 ft. long, were completed, and await the arrival of the steel girders. Bridge 282 5 steel spans on 6 concrete piers. Bridge 283 is an overbridge carrying SH2 over the railway. Bridge 284 4 steel TPG spans on 5 concrete piers. Bridge 285 a steel span on 2 timber piers. Bridge 286 3 steel spans on 4 piled concrete piers. Bridge 287 a steel span on 2 concrete piers. Bridge 288 3 steel spans on 4 concrete piers. Bridge 289 4 steel spans on 5 concrete piers.
						At 9m. 43 ch. concrete abutments for a 25 ft. span were completed, and temporary decking fitted to carry the track pending the arrival of the steel span. At 10 m. 34 ch. 4 x 25 ft. spans erected across a new diversion channel of Wairekaia Stream. At 10 m. 33 ch. the 9 chain diversion of the Wairekaia Stream under the new highway bridge. Spoil from the diversion was used for the approach fillings to the overbridge at 10 m. 49 ch. 16 bridges on this section total 2,230 ft. 11, totalling 1,405 ft., have been completed, while the construction of the remaining 5 is well advanced. a highway bridge of 3 x 45 ft. spans across the Wairekaia Diversion Cut at 10 m. 36 ch. was finished by Christmas. At 10 m. 49 ch. a, 4 x 45 ft. reinforced-concrete span overbridge was completed and eliminates a level-crossing. The permanent track was laid to 11m. 25 ch. The first lift of ballast was completed to 10 m. 10 ch., and the second lift to 8 m. 8 ch. Muriwai sidings have been laid, and ballasting almost complete. The goods-shed was storing construction materials.
						The deviation of the main highway between 8 m. 35 ch. and 8 m. 67 ch. was completed and opened for traffic during the period. This deviation necessitated 11 ch. of new road, and a levelcrossing at 8 m. 77-5 ch. to provide access to Muriwai Village. At 10 m. 33 ch. a diversion of the Wairekaia Stream, 9 ch. long, is being constructed to straighten the stream and improve the sites for the railway bridge and new highway bridge. A diesel drag-line has half completed this work, the spoil being utilized to form approach ramps to the overbridge at 10 m. 49 ch. A relocation of the railway from 13 m. 60 ch. to 14 m. 10 ch. was necessitated by the flood of 19 February, which washed out part of the completed formation. The survey and plans for the new location have been completed. Piers were completed on both bridges at 2 m. 55 ch. and 3 m. 4 ch., and temporary decking erected to enable platelaying to proceed. Wherowhero Stream, 5m. 67 ch. (3 x 25 ft. spans) Concrete piles were cast by 1938. 6m. 55 ch. (a 25 ft. span) Pile-driving is in progress at this bridge. piles for the bridge at 7 m. 50 ch. are under construction. Wairekaia Stream Highway 10 m. 36 ch. bridge improved the highway alignment, located to suit the railway overbridge at 10 m. 55 ch. The contractor has completed all piers with the exception of the south abutment. Overbridge, 10 m. 55 ch.: 4 x 45 ft. reinforced-concrete spans , 2 piers completed. A flood in the Mangakaiwherangi, Mangakotukutuku, and Maraetalia Streams on 19 February 1938 washed away 9 cottages and several single huts at 13 m. 20 ch., with the loss of one life. Mangakotuku Stream changed its course immediately above the bridge-site at 13 m. 17 ch., washing out the railway embankment and endangering 2 workers cottages nearby. Further damage was done to railway formation at 13 m. 57 ch. to 13 m. 65 ch. It is proposed to make a minor deviation of the railway at this locality in order to improve the bridge-site. Floods on 25 April and 4 May damaged bridge-works between 5 m. and 6 m. A diesel drag-line, mechanical loader, diesel tractor and carry-all scraper, diesel pile-driving winch, 2 diesel tractors with winch, 2 diesel locomotives, 2 portable air compressors, and a sleeper adzing machine were in use in 1938. 1939 At 5 m. 67 ch. 3 x 25 ft. steel spans were erected over the Wherowhero Stream. At 6 m. 55 ch. a 25 ft.-span, bridge was completed. At 7m. 50 ch., 3 x 25 ft. spans are in position across Pakowhai Stream. The outlet to this stream is into a large swamp bordering the sea. An improved outlet channel some 40 ch. long was excavated by diesel drag-line to a tidal inlet, greatly improving the drainage of the railway.
Muriwai	station	373.73 km (232.23 mi)	5 m (16 ft)	1 February 1943	August 2002 9 m.	Station-yard was formed in 1938 with a diesel excavator and tractor-drawn carry-all scraper. The platform and loading-banks were complete by 1941, and tenders called for station buildings and platelayers' cottages there and at Matawhero. 1940 9 m. 1942 25 m. 1 ch. from Waikokopu, 223 m. 15 ch. from Palmerston North. 1943 121 m. 26 ch. from Napier. 2/1939 Erection of goods shed – tender of F Green accepted, amount £533. 1/10/1941 Finished – goods shed. 6/10/1939 Station building contains a store room (13'-0” x 10'-0”), stationmaster's office (13'-0” x 16'-0”), lobby (13'-0” x 12'-0”), ladies lavatory (13'-0” x 11'-6”), and men's conveniences with broom cupboard (13'-0” x 12'-6”). 17/11/1939 additional platelaying in the sidings at Muriwai station yard. 9/1941 £881 tender of Kirks (Gisborne) Ltd for station buildings accepted. 10/1941 £11,645.2s. tender of Thos H Langney for 2 railway houses at Matawhero and 6 at Muriwai accepted. 31/7/1942 NZR run Waikokopu-Gisborne goods trains. 3/8/1942 Napier-Gisborne handed over to NZR. 1942 shelter shed, platform, goods shed 30ft x 20ft, loading bank, cattle and sheep yards and a passing loop for 51 wagons. 1992 Crossing loop and a siding. ballasting of the yard was completed, facilitating the handling of construction materials, which are transported by rail to 12 m. 16 ch. to speed up the platelaying and obviate the delay caused through lack of bridge girders, arrangements have been made to transport platelaying materials by road and lay the track between bridges where possible. A start was made on the construction of the telephone system paralleling the railway. In 1969 Muriwai was 11 minutes from Gisborne and 40 minutes from Kopuawhara by a daily railcar. Gisborne City Vintage Rail trains operate as far as Muriwai.
290 Waipaoa River	bridge	400 m (1,300 ft)		1938	5m. 4 ch.	Locomotive WA165 on Gisborne City Vintage Railway in 2021 Piles were being built in 1937 for Karaua Stream, 33 ch. north of Waipaoa, with (3 x 25 ft. spans) complete by 1938. Bridge 290 28 steel spans of different types on 29 concrete piers of different types. Waipaoa Bridge, 6 x 30 ft. and 9 x 60 ft. spans. The track reached the bridge and the piers had been built by the end of 1937. By 1938 all piers were complete and the spans were being completed. Approach banks to the bridge withstood the floods, but temporary staging for the steelwork was washed away. permanent track was laid to the north abutment of the Waipaoa Bridge at 4 m. 77-85 ch. 1939 Waipaoa Bridge steel spans on concrete piers, was completed early in the year. Waipaoa River the construction of 10 pervious pile and sheathing groynes completed by 1941 to combat further erosion of the river-bank at the sharp bend up-stream from the railway-bridge. Rock facing and the planting of bamboo on the batters has yet to be done to complete the work. 15 steel plate girders. The bridge was in an Auckland Weekly News photo when the line opened. A tetrahedral block concrete apron was built to protect the river bank from erosion. Gisborne City Vintage Railway at the airport in 2022 The bridge reopened in September 1988, after damage by Cyclone Bola. and has a NIWA weather station on it. Bridge 294 3 steel spans on 4 timber piers. Bridge 295 5 steel spans on 6 timber piers.
Matawhero	station	385.16 km (239.33 mi)	3 m (9.8 ft)		2 m.	Matawhero station building at Mākaraka in 2021 Gisbome (Length, 14 m. 7 ch.) 16 bridges on this section. Station-yard was formed, using a diesel excavator and tractor-drawn carry-all scraper. Matawhero Station Yard points and crossings and approximately 80% of the sidings were laid. This yard for a big stock traffic. During construction in 1937 Matawhero was used as a storage site. By 1939 there was a store room (13'-0” x 10'-0”), stationmaster's office (13'-0” x 20'-0”), lobby (13'-0” x 12'-0”), ladies waiting room (13'-0” x 9'-0”), and men's lavatories (13'-0” x 7'-6”). 17/11/1939 additional platelaying was done at station yard. 9/1941 station buildings £1656. 31/7/1942 shelter shed, goods shed, loading bank, cattle and sheep yards. NZR will have the line between Waikokopu and Gisborne for goods trains. 3/8/1942 station building, platform, goods shed 40ft x 30ft, loading bank, cattle and sheep yards and a passing loop for 62 wagons. Napier–Gisborne handed over to NZR. 3/1941 Goods shed £625. 1/10/1941 Finished. 1/10/1941 Sidings laid out but not lifted or ballasted. 12/2/1943 Stockyards at Matawhero. 15/2/1943 watering facilities to be provided at stockyards as early as possible. 20/3/1944 Approval for a small loading bank for handling stock between railway and lorries, for about £80. 28/4/1954 Cattle unloading race is now in course of construction. 21/12/1954 Work on repairing stockyards completed. Cattle and sheep loading race destroyed by fire on 5/5/1958. A temporary race was completed on 7/5/1958. 10/4/1961 Improvements to stockyards approved, for about £1,075 with 3 holding yards and minor alterations near the loading race. 29/6/1961 Alterations completed. 26/4/1967 Improved lighting for stockyards completed. 14/4/1978 Stockyards recently damage by fire. Limited use made of these facilities. 29/5/1979 Recommends closing stockyards and stock wagon wash. Stock traffic at Matawhero is now negligible. The water supply to the yards and wagon wash has failed and requires upgrading. Renewal of trackwork in stockyards siding is also necessary. 23/1/1980 Closure of stockyards and stock wagon wash approved. 10/1941 2 railway houses. 4/7/1945 house B356. 25/3/1946 house B357. 26/3/1946 Houses B330, B331, B356, and B357. 2/1956 1 State house for NZR completed. 2/7/1948 Station yard flooded recently and covered with silt and mud. 6/7/1948 North end backshunt, on which crane 271 is stored, is scowed out, as is the wagon wash road. 26/3/1984 Station building, passenger platform, loading bank. 7/1988 To be converted to a single-ended siding within Gisborne station limits. The station building and low level platform remained in 1991, but has since been moved to Mākaraka, for the East Coast Museum of Technology.
Gisborne	station	390.40 km (242.58 mi)	2 m (6 ft 7 in)	26 June 1902		1937 Gisbome most of the work on this section has been completed from 0 m. to 5 m., except for light trimming and the approach bank to the Waipaoa Bridge, upon which a mechanical loader and bulldozer have been employed. A diesel drag-line has completed the embankment across swampy ground from 5 m. 10 ch. to 7 m. 7m. to 14 m. : Major cuttings on this section are completed. A creek-diversion is finished at 13 m. 57 ch., and a concrete retaining-wall to protect formation from the Maraetaha Stream is in course of erection. 139,663 cubic yards of earthwork have been moved, equal to 70%, of the estimated total quantity. The formation of 40 ch. of main-highway deviation to eliminate two level crossings at 8 m. 35 ch. and 8 m. 67 ch. is well advanced. Bridges at 0 m. 62 ch. (3 x 20 ft. spans) and 2 m. 27 ch. (5 x 20 ft. spans) have been completed. Concrete piles for bridges at 2 m. 55 ch. and 3 m. 4 ch. are all driven. Waipaoa Bridge (6 x 30 ft. and 9 x 60 ft. spans) abutment A and pier B are completed, and all piles driven for piers C, D, E, and F, totalling 62 piles. 38 piles have been cast. The north bank of the river at the bridge-site has been protected against erosion for a length of 10 ch., with tetrahedral concrete blocks set close together on a 6 in. crushed metal base, sloping at 18° to the horizontal. The blocks weigh 32 lb. each, and are made on a vibrating table at the rate of one per minute, 40,000 having already been placed. Casting of concrete piles for the bridge at 11 m. 27 ch. has been started. A diesel-driven stone-crushing plant has been erected at 13 m. 66 ch. Gisborne section work in 1940 was largely bridging, platelaying and ballasting, though delay in delivery of bridge girders, caused suspension of platelaying and ballasting for several months. Earthwork was completed with the exception of trimming formation. 1941 Gisbome (length, 14 m. 0-735 ch.) section delayed by the late arrival of bridge girders and shortage of experienced labour.
297	bridge					Across an arm of Gisborne Harbour to Kaiti. In 1929, the original totara piles were heavily infested with teredo worm. The piles were replaced with ironbark piles. Inspections in 1991 and 2002 again revealed teredo infestation and the affected piles were replaced.
298 Gisborne Harbour	bridge	400 m (1,300 ft)		31 March 1933

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.

Hamilton	04:20	07:30	Auckland	15:30	17:45	19:00
Auckland	06:25	09:45	Hamilton	17:50	19:40	20:49

The average speeds of the morning trains and the differences between the indicative and current (2021) timetables are:-

Station	2018	2021	2018	2021	2023	distance	average speed		2018	2021	2018	2021
Hamilton (Frankton)	05:54	05:46	06:33	06:28	06:05	0		Britomart	16:30	15:40	17:30	17:30
Rotokauri	06:02	05:54	06:41	06:36	06:14	5.41 km (3.36 mi)	40.6 km/h (25.2 mph)	Papakura (arrive)	17:18	16:28	18:18	18:18
Huntly	06:25	06:16	07:04	06:58	06:36	25.93 km (16.11 mi)	70.7 km/h (43.9 mph)	Papakura (depart)	17:27	16:42	18:27	18:25
Papakura (arrive)	07:22	07:25	08:01	08:07	07:58	73.15 km (45.45 mi)	63.6 km/h (39.5 mph)	Huntly	18:23	17:42	19:28	19:25
Papakura (depart)	07:34	07:34	08:12	08:12				Rotokauri	18:45	18:12	19:50	19:55
Britomart	08:24	08:24	09:04	09:04	08:45	139.48 km (86.67 mi)	53 km/h (33 mph)	Hamilton	18:52	18:21	19:57	20:04

Weekend Services (Saturdays only)

Hamilton (Frankton)	07:41	Strand	17:40
Rotokauri	07:49	Papakura	18:35
Huntly	08:11	Huntly	19:35
Papakura	09:20	Rotokauri	20:05
Strand	10:10	Hamilton (Frankton)	20:14

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.

	weekdays		Sats		weekdays		Sats
Hamilton	06:15	14:07	07:41	Strand	9:18	17:15	17:40
Rotokauri	06:23	14:15	07:49	Puhinui	9:46	17:45	18:06
Huntly	06:45	14:37	08:11	Papakura	10:02	18:05	18:33
Papakura	07:54	15:46	09:20	Huntly	11:06	19:08	19:35
Puhinui	08:14	16:03	09:41	Rotokauri	11:36	19:38	20:05
Strand	08:42	16:33	10:10	Hamilton	11:45	19:47	20:14

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 -

Year	Train	Auckland - Hamilton	Hamilton - Auckland	Notes
1878		5h 42m	5h 40m
1912		3h 17m	3h 25m
1921	Express	2h 50m	2h 53m
1932	Express	2h 32m		stops at Pukekohe, Mercer and Huntly
1949	Daylight Limited	2h 10m	2h 5m	trial runs with 7 coaches and J Class 4-8-2
1969	Blue Streak	1h 48m	1h 55m	railcar
1995	Overlander	1h 58m	1h 57m	stops at Papakura, Pukekohe and Huntly
1995	Kaimai Express	2h 2m	1h 55m	stops at Papakura, Pukekohe and Huntly
1995	Geyserland	1h 54m	1h 55m	stops at Papakura, Pukekohe and Huntly
2018	Te Huia	2h 27m	2h 30m
2021	Te Huia	2h 34m	2h 36m
2022	Te Huia	2h 27m	2h 26m
2023	Te Huia	2h 40m	2h 40m

1	NIMT	Stadium Walkway	Foot	74.269
2	NIMT	Stadium Stn Access	Foot	45.075
3	NIMT	Hutt Road	Rail	110.79
4	NIMT	Ngauranga Gorge	Rail	66.961
6	NIMT	Porirua Stream B	Rail	55.659
7	NIMT	Porirua Stream C	Rail	37.249
8	NIMT	Porirua Stream D	Rail	58.123
9	NIMT	Porirua Stream E	Rail	31.462
10	NIMT	Takapu Road	Road	32.344
11	NIMT	Porirua Stream F	Rail	37.039
12	NIMT	Tawa Station	Foot	173.471
14	NIMT	Linden Station	Foot	157.691
15	NIMT	Kenepuru Station	Foot	78.765
16	NIMT	Porirua Station Acss	Road	49.117
16A	NIMT	Mungavin Bridge	Road	60.497
17	NIMT	Mungavin Bridge	Road	59.357
18	NIMT	Porirua Station Acss	Road	46.229
19AA	NIMT	Kenepuru Stream UM	Rail	22.117
19	NIMT	Kenepuru Stream DM	Rail	22.199
19A	NIMT	Ramp Bridge	Road	42.98
19B	NIMT	Paremata Station	Foot	97.308
20	NIMT	Paremata Harbour	Rail	143.497
21A	NIMT	Airlie Rd	Road	20.155
21B	NIMT	Whenua Tapu Cemetery	Road	36.835
21BA	NIMT	Pukerua Bay Cycleway	Foot	46.98
21C	NIMT	Pukerua Bay SH1	Road	59.64
21E	NIMT	Paekakariki SH1	Road	89.931
24A	NIMT	SH1 McKays	Road	125.838
28	NIMT	SH 1 Paraparaumu	Road	41.779
29A	NIMT	Waikanae SH1	Rail	67.183
30	NIMT	Waikanae River	Rail	56.251
32A	NIMT	Otaki Gorge Road	Road	34.715
33	NIMT	Otaki River	Rail	292.86
34A	NIMT	Otaki SH1	Road	43.963
35	NIMT	Waitohu Stream	Rail	42.354
36A	NIMT	Pukehou SH1	Road	71.118
38	NIMT	Waiauti Stream	Rail	23.672
38B	NIMT	SH 1 Road Overbridge	Road	80.133
39	NIMT	Waikawa River	Rail	47.626
40A	NIMT	SH 1 ch.u	Road	58.264
41	NIMT	Ohau River	Rail	110.112
45	NIMT	Koputaroa Stream	Rail	20.916
45A	NIMT	Buckleys Road	Road	26.671
51	NIMT	Mangaore Stream	Rail	26.25
52	NIMT	Kara Stream	Rail	25.421
61	NIMT	Tokomaru River	Rail	37.701
67	NIMT	Manawatu River	Rail	365.276
70	NIMT	SH56 Longburn	Road	111.022
72	NIMT	Rongotea Road	Road	23.308
73	NIMT	No. 1 Line	Road	33.666
75	NIMT	Gillespies Line	Road	31.429
76	NIMT	Mangaone Stream	Rail	26.004
77	NIMT	Rangitikei Line	Road	30.226
78	NIMT	Palm Nth Rly flyover	Rail	36.967
79	NIMT	Milsons Line	Road	68.353
81	NIMT	Mangaone River	Rail	24.793
82	NIMT	Mangaone River	Rail	37.282
92	NIMT	Oroua River	Rail	183.167
94	NIMT	Makino Stream	Rail	23.729
96	NIMT	Mangaone Stream	Rail	23.312
97	NIMT	Kakariki	Road	26.351
98	NIMT	Rangitawa Stream	Rail	50.54
99	NIMT	Rangitikei River	Rail	193.102
101	NIMT	SH 1 Greatford	Road	48.587
105	NIMT	Cliff Road	Rail	28.316
108	NIMT	Maungaraupo River	Rail	49.089
111	NIMT	Porewa Stream A	Rail	23.698
113	NIMT	Porewa Stream B	Rail	22.83
114	NIMT	Porewa Stream C	Rail	29.174
115	NIMT	Porewa Stream D	Rail	22.597
117	NIMT	Porewa Stream E	Rail	29.005
118	NIMT	SH 1 Vinegar Hill	Road	53.082
120	NIMT	Makohine Viaduct	Rail	231.214
123	NIMT	Te Kapua Road	Road	23.945
124	NIMT	SH 1 Mangaweka North	Road	36.814
125	NIMT	Mangateweka Stream	Rail	24.716
127	NIMT	South Rangitikei Vdt	Rail	319.049
132	NIMT	Kawhatau River	Rail	182.48
134	NIMT	North Rangitikei Vdt	Rail	180.689
136	NIMT	Toi Toi Viaduct	Rail	62.774
137	NIMT	SH 1 Taihape Sth	Road	50.636
138	NIMT	Kaka Road	Road	44.629
140	NIMT	Kiwi Road	Road	30.758
143	NIMT	Pukenaua Road	Rail	20.989
146	NIMT	Ruanui Road	Road	26.012
147A	NIMT	Hautapu River B	Road	27.886
147	NIMT	Hautapu River A	Rail	65.288
148	NIMT	Dry Bridge	Rail	61.346
149	NIMT	Hautapu River C	Rail	68.251
151	NIMT	SH 1 Hihitahi	Road	88.583
152A	NIMT	Hautapu River	Road	17.434
152	NIMT	Hautapu River D	Rail	62.865
153	NIMT	Hautapu River E	Rail	64.741
154	NIMT	Hautapu River F	Rail	40.458
155	NIMT	Hautapu River G	Rail	73.178
156	NIMT	SH1 Overpass - Armco	Road	120.707
157	NIMT	Waitangi Stream	Rail	22.018
158	NIMT	Whangaehu River	Rail	85.762
159	NIMT	Tokiahuru Stream	Rail	40.746
160	NIMT	Waitaiki Stream	Rail	36.629
161	NIMT	Waiharuru Stream	Rail	32.219
162	NIMT	Mangaehuehu Stream	Rail	39.782
164	NIMT	Mangateitei Stream	Rail	52.935
167	NIMT	Ruapehu Road	Road	29.143
169	NIMT	Mangawhero River	Rail	39.655
170	NIMT	Hapuawhenua Viaduct	Rail	419.217
171	NIMT	Taonui Viaduct	Rail	96.942
173	NIMT	Makotuku Stream	Rail	42.401
175	NIMT	Mangaturuturu Viadct	Rail	62.603
176	NIMT	Pokaka	Rail	20.71
177	NIMT	Manganui-A-Te-Ao	Rail	92.919
179	NIMT	Makatote Viaduct	Rail	270.139
180	NIMT	SH 4 Erua South	Road	116.231
181	NIMT	Makomiko Stream	Rail	27.381
183	NIMT	SH 4 Erua North	Road	66.791
184	NIMT	Waimarino Stream	Rail	30.347
185	NIMT	SH 4 Spiral	Road	64.045
186	NIMT	Piopiotea Stream A	Rail	37.352
187	NIMT	Te Pune Stream	Rail	34.933
188	NIMT	Piopiotea Stream B	Rail	71.699
190	NIMT	SH 4 Oio Overbridge	Road	63.818
191	NIMT	SH 4 Owhango	Road	34.142
192	NIMT	Kakahi Stream	Rail	83.37
193	NIMT	Waitea Stream	Rail	59.93
194	NIMT	SH4 Piriaka	Road	45.873
197	NIMT	Wanganui River	Rail	134.529
199	NIMT	SH4	Road	61.755
201	NIMT	Ongarue River	Rail	84.914
202	NIMT	Okaiae River	Rail	20.284
203	NIMT	Ongarue River	Rail	67.778
204	NIMT	Opotiki-iti Creek	Rail	31.197
206	NIMT	Te Koura Stream	Rail	39.918
207	NIMT	Ongarue River	Rail	82.263
208	NIMT	Mangakahikatea Creek	Rail	24.383
209	NIMT	Waihuka Creek	Rail	29.959
214	NIMT	Mangapehi River	Rail	36.741
215	NIMT	SH 30	Road	49.77
217	NIMT	Puketutu	Road	49.922
218	NIMT	Mokau River	Rail	43.238
223	NIMT	Waiteti Viaduct	Rail	129.339
224	NIMT	Te Kuiti	Road	28.747
226	NIMT	Te Kuiti Station	Foot	176.029
227	NIMT	Mangaokewa Stream	Rail	49.048
229	NIMT	Mangarapa Creek	Rail	22.396
230	NIMT	Mangamutu Stream	Rail	22.493
231	NIMT	Otewa Road	Rail	25.433
232	NIMT	Waipa River	Rail	132.627
233	NIMT	Otorohanga Bypass	Rail	24.968
234	NIMT	SH 3 Otorohanga	Road	44.428
235	NIMT	Kio Kio River	Rail	36.986
237	NIMT	Tanakeke Stream	Rail	22.332
242	NIMT	Puniu River	Rail	109.855
243	NIMT	Pokuru Road	Road	35.361
244	NIMT	Rewi Street	Road	33.495
245	NIMT	NZCDC Conveyor	Structure	51.066
246	NIMT	Mangapiko Stream	Rail	50.785
247	NIMT	Ngaroto Road	Road	23.309
249	NIMT	Lake Road	Road	43.89
250	NIMT	Ryburn Road	Road	50.339
259	NIMT	Massey St-Hall St	Road	165.653
260	NIMT	Norton Road	Rail	42.038
262	NIMT	Forest Lake Road	Rail	26.407
264	NIMT	SH 1 Avalon Drive	Road	64.321
267	NIMT	Waikato River	Rail	140.178
268	NIMT	SH 1	Road	52.329
270	NIMT	Taupiri Station Yd	Road	34.125
271	NIMT	Gordonton Rd O/Brg	Road	44.965
272	NIMT	Mangawara Stream A	Rail	72.018
274	NIMT	Rayner Road	Road	53.653
276	NIMT	Huntly Station Yard	Foot	131.858
278	NIMT	Tahuna Road	Road	38.058
279	NIMT	Te Onetea Stream A	Rail	42.704
280	NIMT	Te Onetea Stream B	Rail	43.059
281	NIMT	Rangiriri Stream	Rail	26.915
298	NIMT	Whangamarino River	Rail	91.909
298A	NIMT	SH1 Whangamarino	Road	145.257
298B	NIMT	SH 1	Road	115.054
298C	NIMT	SH 1	Road	94.177
298D	NIMT	SH 1	Road	72.149
299	NIMT	Mangatawhiri River	Rail	39.833
300	NIMT	Mangatawhiri River	Rail	43.493
301AA	NIMT	Great South Road	Road	46.482
301	NIMT	Great South Road	Road	42.31
302	NIMT	Tani-Te-Whiora Strm	Rail	20.1
306	NIMT	Whangarata Road	Road	59.14
307	NIMT	Park Ave	Road	26.305
310	NIMT	Tutaenui Stream	Rail	36.017
314	NIMT	Pukekohe Station	Foot	54.244
315	NIMT	Stadium Drive A	Road	35.969
315B	NIMT	Stadium Drive B	Road	40.632
316	NIMT	Cape Hill Road	Rail	21.498
322	NIMT	Ngakoroa Stream	Rail	24.851
323	NIMT	Hamilton MWay ByPas	Road	54.724
324	NIMT	Motorway off Ramp	Road	43.879
325	NIMT	Motorway North	Road	40.222
326	NIMT	Motorway South	Road	45.641
327	NIMT	Hingaia Stream	Rail	25.405
328	NIMT	Waihoehoe Road	Road	42.631
331	NIMT	Hays Creek	Rail	24.721
332	NIMT	Croskery Road Creek	Rail	16.281
333B	NIMT	Victoria Street	Road	27.413
334	NIMT	Onslow Road	Road	21.339
335	NIMT	Papakura Station	Foot	292.19
337	NIMT	Clevedon Road	Road	22.119
341	NIMT	Motorway	Road	64.513
342	NIMT	Papakura Stream	Rail	28.035
344	NIMT	Great South Road	Road	42.594
345	NIMT	Weymouth Road	Road	32.955
346	NIMT	Manurewa-Southmall	Foot	75.215
346A	NIMT	Manurewa	Road	62.081
347	NIMT	Station Road	Road	27.748
349	NIMT	Jutland Road	Road	27.719
350	NIMT	Jellicoe Park	Foot	92.233
351	NIMT	Browns Road	Road	43.761
353	NIMT	Wiri Station Road	Road	68.732
354A	NIMT	Liverpool Street	Rail	30.99
355	NIMT	Puhinui Station	Foot	118.379
356	NIMT	Bridge Street	Road	30.091
357	NIMT	St George Street	Road	27.537
358	NIMT	Papatoetoe Station	Foot	184.432
360	NIMT	Massey Road	Road	65.029
361	NIMT	Kaka Street	Road	106.466
362	NIMT	Otahuhu Station 1	Foot	86.29
363	NIMT	Otahuhu Station 2	Foot	152.38
364	NIMT	Westfield M'ng Yd A	Road	45.835
366	NIMT	Westfield Station	Foot	226.611
367	NIMT	Pikes Point Footbrge	Foot	74.386
368	NIMT	Great South Road	Road	41.918
370	NIMT	Mt Wellington Hi-Way	Road	37.71
370B	NIMT	Sthn MWay Off Ramp	Road	57.566
371	NIMT	Southern Motorway	Road	59.904
371B	NIMT	Motorway on Ramp	Road	61.616
371C	NIMT	Sylvia Park Mall	Road	85.42
371D	NIMT	South East Arterial Road	Road	70.792
371E	NIMT	Sylvia Park Station	Foot	38.928
372	NIMT	Waipuna Road	Road	36.416
373	NIMT	Panmure Footbridge	Foot	116.709
374	NIMT	Elllie-Panmure HiWay	Road	141.021
375	NIMT	Mountain Road	Road	26.065
376	NIMT	Morrin Road	Road	19.984
379	NIMT	Merton Road	Rail	30.735
381	NIMT	Meadowbank Station	Foot	54.878
383	NIMT	Orakei Road	Road	25.927
384	NIMT	Orakei Station	Foot	112.834
386	NIMT	Hobson Bay B	Rail	48.612
387	NIMT	Hobson Bay C	Rail	49.765
388	NIMT	Point Resolution	Foot	51.077
389	NIMT	Tamaki Drive	Road	57.67
390	NIMT	The Strand	Road	66.685
392	NIMT	Auckland Arena	Foot	73.151

1	ECMT	Lake Road	Road	51.732
2	ECMT	Seddon Road	Road	39.557
3	ECMT	Tristram Street	Road	76.472
3A	ECMT	K-Mart Building	Building	172.375
4	ECMT	Anglesea Street	Road	91.433
4A	ECMT	Centreplace Car Park	Building	225.598
5	ECMT	Victoria Street	Road	95.707
6	ECMT	Waikato River	Rail	143.54
7	ECMT	Claudelands Foot Br	Foot	51.56
8	ECMT	River Road	Road	35.284
16	ECMT	Otahu Koraku Stream	Rail	22.833
18	ECMT	Studholme Street	Rail	37.007
19	ECMT	Waitakaruru Stream	Rail	75.183
25	ECMT	Piako Stream	Rail	39.708
27	ECMT	Walton Road	Road	36.036
29	ECMT	Waitoa River	Rail	39.729
30	ECMT	SH 27 Waharoa	Road	63.532
35	ECMT	Patersons Road	Road	59.89
37	ECMT	Hardings Drain	Rail	79.668
38	ECMT	Turanga-O-Moana Strm	Rail	79.842
39	ECMT	Tower Road	Road	62.881
40	ECMT	Waihou River	Rail	186.575
41	ECMT	Gordon Road	Rail	41.445
42	ECMT	Whatakao River A	Rail	39.134
43	ECMT	Whatakao River B	Rail	80.22
44	ECMT	Work Road	Road	31.78
45	ECMT	Wainui River	Rail	227.261
47	ECMT	Wainui South Road	Road	50.578
48	ECMT	Turntable Hill Road	Rail	41.069
49	ECMT	SH2 Apata	Road	68.484
50	ECMT	Estuary Apata-Pahoia	Rail	19.065
51	ECMT	Pahoia Road	Road	62.216
52	ECMT	Waipapa River	Rail	81.8
53	ECMT	Prole Road	Road	17.795
54	ECMT	Omokoroa Road	Road	69.018
55	ECMT	Mangawhai Stream	Rail	46.74
56	ECMT	Omokoroa Station Rd	Road	37.518
57	ECMT	River	Rail	18.85
58	ECMT	Private (Jess) Road	Road	19.606
58A	ECMT	Pipe bridge	Structure	28.617
59	ECMT	Te Puna River	Rail	81.672
60	ECMT	Snodgrass Road	Road	43.195
61	ECMT	Te Puna Road	Road	54.205
62	ECMT	Wairoa River	Rail	257.459
63	ECMT	Bethlehem Swamp	Rail	15.693
63A	ECMT	Ngatai Road Subway 1	Subway	3.044
64	ECMT	Ngatai Road Subway 2	Subway	3.755
65	ECMT	Otumoetai Road	Road	36.415
66	ECMT	Waikareao Estuary	Rail	147.469
68	ECMT	Dive Crescent	Road	34.103
71	ECMT	Tauranga Harbour	Rail	461.487
73	ECMT	Hoskins Rd, Matapihi	Road	22.775
74	ECMT	Hungahungatoroa Rd	Road	25.725
77	ECMT	Mangatawa Drain A	Rail	15.923
80	ECMT	Mangatawa Drain B	Rail	16.874
81	ECMT	SH 2	Road	103.104
83	ECMT	Kopura Stream	Rail	20.364
85	ECMT	Bridge 85	Rail	20.581
86	ECMT	Atuaroa Stream	Rail	21.89
87	ECMT	Collins Lane	Road	36.087
88	ECMT	Ohineanganga Creek	Rail	17.638
89	ECMT	Station Road	Road	40.876
90	ECMT	Jocelyn Street	Road	50.811
91	ECMT	Bridge 91	Rail	18.642
92	ECMT	Waiari Stream	Rail	20.057
94	ECMT	Parawhenuamia Stream	Rail	6.798
95	ECMT	Kaituna River	Rail	85.475
96	ECMT	AFFCO stockunderpass	Stock U/P	3.545
98	ECMT	Maketu Road	Road	76.309
99	ECMT	Kaikokopu Stream	Rail	19.808
100	ECMT	Mangatoetoe Stream	Rail	12.433
102	ECMT	Maniatutu Road	Road	134.765
102A	ECMT	Stock Overbridge	Stock O/B	20.056
103	ECMT	Puanene Stream	Rail	7.222
104	ECMT	Wharere Stream	Rail	14.295
105	ECMT	Pongakawa Stream	Rail	35.032
106	ECMT	Pukehina Road	Road	29.49
106A	ECMT	Pukehina	Stock U/P	4.284
107	ECMT	Grants Drain	Rail	7.986
110	ECMT		Stock U/P	4.487
111	ECMT	SH2 Otamarakau	Road	122.957
112	ECMT	Access Road	Road	14.979
113	ECMT	Waitahanui River	Rail	33.567
115	ECMT	Matata Straights	Rail	10.743
116	ECMT	Hauone Stream	Rail	14.072
117	ECMT	Pikowai Stream	Rail	21.849
118	ECMT	Herepuru Stream	Rail	18.595
119	ECMT	Mimihau Stream	Rail	21.442
120	ECMT	Ohinekouo Stream	Rail	5.039
122	ECMT	SH 2 underpass Matata	Rail	44.706
123	ECMT	Awatarariki Stream	Rail	25.488
124	ECMT	Bridge	Rail	4.103
125	ECMT	Awakaponga Stream	Rail	18.773
126	ECMT	Awakaponga Canal	Rail	24.176
127	ECMT	Tarawera River	Rail	56.234
128	ECMT	Omehu Drain	Rail	14.825
129	ECMT	Stock overbridge	Stock O/B	20.198

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 (30 m) 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—

Raglan County	£
Total Rates Collected	51,397
Main Highways Grants	16,510
Expenditure (Excluding Loans): — Construction and Maintenance	60,826
Length of Roads:—	m.
Bitumen	20
Metal	569
Unmetalled	107

Waipa County had these 7-day, 16 hours traffic counts in 1950:—

	Motor cars	light trucks	heavy trucks	public passenger	motor cycles	trailers	total
Hamilton-Raglan (to Raglan).—	1,935	342	557	46	66	62	3,008.
Hamilton - Raglan (Hamilton). —	2,085	302	530	48	89	54	3,108.

The Raglan-Hamilton bus ran 3 times a day until 2017, when an extra return trip was added.