A NEW "PERMANENT WAY" OF PROGRESS: THE OPENING OF THE NORTH ISLAND EAST COAST RAILWAY THIS WEEK.

March 1928. The opening of the ECMT to Taneatua.
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RAILWAY CONSTRUCTION ON THE EAST COAST, NORTH ISLAND.

September 1927. It’s not clear which viaduct this is – my guess is Matahorua based on the fact that it has that plate girder span on each end. Railway construction on the Napier-Gisborne Line was almost completed to Wairoa by the time of the Depression and the Napier earthquake. But because of the earthquake damage, the works were suspended The line was officially opened to Putorino on 6 October 1930, but the rest of the section to Wairoa had the work suspended by the earthquake and it was not resumed until 1936. It was finally handed over to NZR on 1 July 1939.
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WAIKOKOPU BRANCH RAILWAY, EAST COAST OF THE NORTH ISLAND: THE STEAM SHOVEL FINISHING WORK IN THE LARGE CUTTING NEAR WAIROA.

April 1922. The line between Wairoa and the harbour development at Waikokopu later became part of the Napier-Gisborne Line.
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THE NAPIER SECTION OF THE EAST COAST RAILWAY: CONSTRUCTION WORK IN PROGRESS.

December 1920.
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THE EXTENSION OF THE NORTH ISLAND OF NEW ZEALAND EAST COAST RAILWAY: THE FIRST TRAIN TO CROSS THE RANGITAIKI RIVER, IN THEWHAKATANE DISTRICT.

August 1920, Edgecumbe on the Taneatua line.

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THE IMPORTANT EAST COAST RAILWAY, NORTH ISLAND OF NEW ZEALAND: GLIMPSES OF THE CONSTRUCTION WORK NOW IN PROGRESS.

July 1920. This was probably between Napier and Gisborne since the Motuhora section had been completed.
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THE LINKING OF NAPIER AND GISBORNE BY RAIL: THE FIRST LOCOMOTIVE ON THE WESTHORE BRIDGE CONSTRUCTED ACROSS THE INNER HARBOUR AT NAPIER IN CONNECTION WITH THE EAST COAST RAILWAY SCHEME IN THE NORTH ISLAND OF NEW ZEALAND.

March 1918.
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LINKING UP NAPIER AND GISBORNE BY RAIL; THE NEW WESTSHORE RAILWAY AND TRAFFIC BRIDGE BUILT ACROSS THE INNER HARBOUR OF NAPIER IN CONNECTION WITH THE EAST COAST RAILWAY SCHEME IN THE NORTH ISLAND OF NEW ZEALAND.

March 1918.
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OPENING OF A NEW SECTION OF THE EAST COAST RAILWAY LAST WEEK: THE FIRST TRAIN ARRIVING AT THE NEW STATION OF MOTUHORA, THE PRESENT TERMINUS OF THE LINE NORTH FROM GISBORNE.

December 1917.
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THE ADVANCE OF THE EAST COAST OF THE NORTH ISLAND OF NEW ZEALAND: THE FERRO-CONCRETE RAILWAY AND TRAFFIC BRIDGE NOW IN COURSE OF CONSTRUCTION ACROSS THE NAPIER INNER HARBOUR, IN CONNECTION WITH THE NAPIER-GISBORNE RAILWAY EXTENSION SCHEME.

December 1916. The Westshore road and rail bridge, which still stands today. One of only three parallel road-rail bridges in NZ – the others at Inangahua and Arahura.
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WHERE MONEY FOR RAILWAY CONSTRUCTION IS ONLY OBTAINED AFTER MUCH AGITATION: THE RAIL-HEAD OF THE GISBORNE-MOTU SECTION OF THE EAST COAST LINE, NEAR MATAWAI.

October 1913.
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THE PRESENT END OF THE CONSTRUCTION WORKS ON THE GISBORNE-MOTU SECTION OF THE EAST COAST RAILWAY: THE WELL-TIMBERED AND FERTILE COUNTRY A FEW MILES FROM MOTU.

September 1913.
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OPENING UP A RICH DISTRICT: THE OTOKU VIADUCT, ON THE EAST COAST RAILWAY, 31 MILES FROM GIS BRONE, AND THE PRESENT TERMINUS OF THE LINE THAT WILL ONE DAY LINK UP AUCKLAND AND GISBORNE

June 1912. As previously noted the taller of the two piers still stands today despite the removal more than 50 years ago of the viaduct itself. The road going under the far side was the main highway for many years.
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AN IMPORTANT LINK IN THE EAST COAST RAILWAY: THE RECENTLY-COMPLETED OTOKO VIADUCT.

May 1912.
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CONSTRUCTING THE EAST COAST RAILWAY: A CUTTING NEAR RAKAUROA, THE NEXT STATION TO BE OPENED.

May 1912.
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THE CONSTRUCTION OF THE AUCKLAND EAST COAST RAILWAY: ERECTING THE BIG BRIDGE AT DEVIL'S ELBOW, THE PRESENT RAILHEAD.

January 1912. While the location is not clearly identified – it is possible this is the Matahorua or Waikoau viaducts, and was referring to the nearby highway.
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A LINE WHICH IS TO OPEN UP SOME OF THE RICHEST LAND IN NEW ZEALAND: CONSTRUCTING THE GISBORNE SECTION OF THE AUCKLAND EAST COAST RAILWAY.

October 1911. The Otoko viaduct construction features prominently.

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THE CONSTRUCTION OF AN IMPORTANT NORTH ISLAND RAILWAY: BUILDING THE GREAT OTOKO VIADUCT, AT THE NORTHERN END OF THE EAST COAST LINE.

October 1911. The viaduct was clearly patterned after the similar structures on the recently opened North Island Main Trunk. The tallest of the two steel piers still stands in the river to this day.
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AN IMPORTANT SECTION OF THE NORTH ISLAND EAST COAST RAILWAY SYSTEM UNDER CONSTRUCTION: MAKING A BIG FILLING THREE MILES BEYOND OTOKO, THE PRESENT TERMINUS OF THE GISBORNE SECTION.

October 1911.
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THE MOST PROMISING RAILWAY IN NEW ZEALAND: THE PRESENT RAILHEAD OF THE GREAT EAST COAST LINE AT OTOKO, GISBORNE DISTRICT. NORTH ISLAND.

October 1910.
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CONSTRUCTION OF THE GREAT EAST COAST RAILWAY: THE TEMPORARY SIDING NEAR WAIHUKA, AS VIEWED FROM THE TUNNEL, 26 MILES FROM GISBORNE

March 1910. Tunnel No.3 on the Moutohora Branch.
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CONSTRUCTION OF THE GREAT EAST COAST RAILWAY: A BRIDGE AND TUNNEL NEAR WAIHUKA SIDING, 26 MILES FROM GISBORNE.

March 1910. Tunnel No.3 and the bridge on the south side, the stream was much closer to the tunnel than today.
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CONSTRUCTION OF THE GREAT EAST COAST RAILWAY: A BIG CUTTING ON THE LINE NEAR WAIHUKA, BETWEEN GISBORNE AND THE BAY OF PLENTY, NORTH ISLAND, N.Z.

March 1910 on the Moutohora Branch.
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CONSTRUCTION OF THE GREAT EAST COAST RAILWAY : THE PRESENT RAILHEAD OF THE ROUTE SITUATED HALF A MILE FROM OTOKO TOWNSHIP, NORTH ISLAND, N.Z.

Feb 1910. This would have been the south side of the viaduct which was a temporary railhead.
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ON THE GREAT EAST COAST RAILWAY ROUTE: THE NEW FERRO-CONCRETE BRIDGE NOW UNDER CONSTRUCTION OVER THE WHAKATANE RIVER, BAY OF PLENTY, AUCKLAND.

October 1909. Presumably this is the combined bridge at Peketahi.

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CONSTRUCTION OF THE GREAT EAST COAST RAILWAY: A BRIDGE AND TUNNEL ON THE ROUTE AT WAIHUKA, NEAR THE PRESENT RAIL HEAD.

September 1909. This is the No.3 tunnel near the present day commencement of the Otoko Walkway. The stream today is much further away from the tunnel, clearly having been diverted for the highway diversion and the gully filled in.
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ONE OF THE 'GREAT MAIN LINES OF NEW ZEALAND IN THE MAKING: THE PRESENT TERMINUS OF THE EAST COAST RAILWAY AT WAIKOHU, 23 MILES BEYOND GISBORNE.

September 1909. Waikohu is interesting as it had a combined road-rail bridge. There were a lot of these bridges in the early days of railways in NZ, and amazingly one is still in use on the Kiwirail network although it is due to be replaced in the next few years.
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ON THE GREAT EAST COAST RAILWAY ROUTE: A BALLAST TRAIN ENGAGED SHIFTING A SLIP ON THE LINE INLAND FROM GISBORNE, NORTH ISLAND, N.Z.

September 1909. Probably on the way out to Moutohora.
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TE KARAKA, A GROWING TOWNSHIP ON THE EAST COAST RAILWAY, NEAR GISBORNE, AUCKLAND.

October 1906. Te Karaka on the Moutohora Branch as it later became, then the Gisborne Section heading north towards Opotiki.
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CONSTRUCTION WORK IN PROGRESS ON THE EAST COAST RAILWAY

November 1941. The Kopuawhara Viaduct nearing completion, three years after the disastrous flash flood that drowned workers at the construction camp nearby.
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TUNNELLING AND BRIDGING ON THE ROUTE OF THE EAST COAST RAILWAY: PROGRESS ON THE GISBORNE-WAIKOKOPU SECTION

October 1940
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The middle picture is the Kopuawhara Viaduct under construction before the arch was installed.

CONSTRUCTION OF A RAILWAY BRIDGE OVER THE WAIPAOA RIVER, NEAR GISBORNE, ON THE ROUTE OF THE EAST COAST LINE

June 1937
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WORK PROGRESSES STEADILY ON THE NORTH ISLAND EAST COAST RAILWAY LINE WHICH IS TO LINK NAPIER AND GISBORNE: THREE RECENT PICTURES

The Mohaka viaduct under construction in 1936
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WORK RESUMED ON THE NORTH ISLAND EAST COAST RAILWAY: PICTURES ILLUSTRATING THE PRESENT STATE OF THE NAPIER-GISBORNE LINE

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Kiwirail to address third party damage to rail land

Express No. 269

This policy is very relevant to the Napier-Gisborne Line because the line was damaged by tree cutting debris that blocked culverts and caused the major washouts that helped close the line.

KiwiRail’s drive to cut spending across the business is leading the company to identify ways to retrieve costs incurred from third-party damage. KiwiRail Senior Corporate Counsel Lloyd Berryman says the company will also be looking to address business interruption costs affecting KiwiRail’s revenue. “Whether it’s wagons, track damage, a bridge strike or establishing a lease we’ll be increasingly looking toensure we aren’t subsidising something someone else should be paying for. “We’re looking at more ways to tighten up our reporting processes to capture the information we need to ensure we can do this effectively. One example of where where we’ve been successful at doing this over the last year and a half is bridge strike repairs,” says Lloyd.

Last month Lloyd put on a hi-vis to join I&E’s Pierre Benson and view first-hand the damage caused by some haphazard forestry harvesting on private land adjoining the North Auckland Line. As Lloyd’s first time in a hi-rail he had a lot of fun but he was quite saddened by the state of the track. What he saw shocked him, “It was best described as a bombsite– the extent of the track damage caused by blocked culverts and drains due to tree debris was alarming. The neighbours’ lack of care and respect for our tracks have resulted in formation subsiding and slips which puts our team and business operations at risk. It really brought home the importance of KiwiRail working together to keep each other safe,” says Lloyd. “We’ve spoken with the owners of the forest, and are formally writing to them. We will be outlining the importance of the owners developing a suitable long-term management plan following harvesting, as well as working through how KiwiRail will recover its costs and damage.”