Few know that Wainuiomata was once considered a potential route for the Wairarapa railway.
The path then followed the Wainuiomata River, ascending 128.3 metres (421 feet) over 10.46 kilometers (six and a half miles), before climbing another 229 metres (751 feet) to cross the range between Wainuiomata and the Orongorongo River. At 455.6 metres (1,495 feet) above sea level, this was the highest point of the proposed route. Despite these climbs, Rochfort calculated that the required gradient would be too steep for the limited distance available, posing a challenge for railway construction.
Mr. John Rochfort embarked on an exploration to find a feasible railway route from Wellington to the Wairarapa via Wainuiomata. Guided by John Sinclair, Rochfort aimed to evaluate a path discovered by Sinclair and his brothers. The proposed route began at the Hutt, crossing the Eastern Hills at an elevation of 166.7 metres (547 feet) before descending to Sinclair’s home in Wainuiomata.
After further exploration, the team encountered a significant obstacle at the saddle between the Orongorongo and Wairongomai rivers. The land abruptly dropped 274.3 metres (900 feet), making it impossible to proceed without substantial additional work. Rochfort concluded that this route was impractical due to the steep terrain and dangerous slips along the way.
Despite the exploration’s failure, Rochfort’s report solidified the view that a railway over the Rimutaka Range, rather than through Wainuiomata, was the most viable option for connecting Wellington to the Wairarapa.
The Chosen Route: Rimutaka Hill
Although Wainuiomata was not selected for the railway due to logistical challenges, the chosen route through the Rimutaka Range also presented significant obstacles. The construction of the railway, particularly the infamous Rimutaka Incline, became one of New Zealand’s most ambitious engineering undertakings. Opened in 1878, the line featured steep gradients and sharp curves, necessitating the use of the Fell mountain railway system. Developed by John Barraclough Fell in the 1860s, this system was features an additional center rail between the standard rails to provide extra traction and braking.
The Rimutaka Incline gained fame for its dramatic yet difficult terrain, covering 4.8 kilometers and climbing to an elevation of 265 meters in a relatively short span. This distinctive section of the railway operated until 1955, when it was replaced by the Rimutaka Tunnel, which provided a faster and more efficient rail connection.
Wainuiomata Rail Tunnel proposal
In March 1898,
Before the construction of the Rimutaka Tunnel, one of the proposals to eliminate the Rimutaka railway incline involved constructing a line through the Wainuiomata Valley. This plan required a short tunnel leading into the valley, followed by an easy grade that ascended to a low saddle less than half the height of the current summit. The tunnel would have opened out into the Wairarapa, specifically on Matthews’ run. Advocates for this route contended that it would not only open up fertile land for settlement but would also be significantly shorter than the existing line. The engineering challenges would have been much lighter, with less elevation needed for transporting goods, thereby reducing operational expenses proportionately. Another suggestion proposed a very short tunnel through the range at the back of Wainui, connecting to another branch of the Wainui Valley. This alternative route could have potentially reduced costs even further.
Water Catchment Area
In August 1919,
Mr. J. P. Luke raised an important inquiry in the House of Representatives, asking whether the Minister of Public Works would provide an assurance that any future railway line, connected with a proposed deviation of the Wairarapa line, would not pass over the council’s watershed at Wainui-o-mata. This concern highlighted the potential impact such a railway could have on the vital water supply for the region, emphasizing the need to protect essential infrastructure from disruption. The inquiry underscored the importance of balancing infrastructure development with environmental and public resource considerations.
