# Taupo Totara Timber Railway

The Taupo Totara Timber Company Railway ("TTT Railway") was constructed by the Taupo Totara Timber Company (TTT) to link their milling centre at Mokai with the New Zealand Government Railways line (NZR) at Putāruru in the Waikato region on the North Island of New Zealand. The more than 51 miles (82 km) long light railway line was operated from 1905 to 1947 by the Taupo Totara Timber Company. After the closure of the Mokai mill, the NZR purchased the 19 miles (31 km) stretch between Putāruru and the Kinleith Mill south of Tokoroa. This stretch of track underwent a major reconstruction, and is now$^{(2024)}$ part of KiwiRail's Kinleith Branch Line.

## History

The 82 kilometres (51 mi) line was built for the TTT between 1903 and 1905 by John McLean & Sons to carry sawn timber from the TTT sawmill at Mokai (23 kilometres (14 mi) northwest of Taupō) to the government railway at Putāruru. It was designed as a contour railway by former Wellington and Manawatu Railway engineer and TTT director James Fulton, who in 1903 temporarily resigned his position on the TTT board to supervise construction of the railway and sawmills.
The 8 kilometres (5.0 mi) northern section between Putāruru and Lichfield was built on the formation of the former Lichfield Branch line, which was originally built by the New Zealand Thames Valley Land Company (NZTVLC) to be part of the line to Rotorua. The permanent way (rails and sleepers) had been removed in 1897 after the failure of the NZTVLC's Lichfield town development (known as the "Selwyn Estate"), leaving only the earthworks.
The TTT line continued south of Lichfield over easy country through what is now Tokoroa to Kopakorahi, near the present-day$^{(2024)}$ Tokoroa Golf Course and Kinleith paper mill. From Kopakorahi it crossed the Maungaiti Range via the Wawa saddle, descending 1,000 feet (300 m) from Wawa to Ongaroto, where it crossed the Waikato River. The line continued south and uphill to the sawmill village at Mokai.
Several bush tramways, some temporary, brought logs from the forests to the Mokai sawmill.
The Putāruru to Mokai line had a ruling grade of 1 in 35. The construction contract specified 100 feet (30 m) radius curves on steep sections and curves of 3 chains (60 m) to 5 chains (100 m) on easier sections. Some of the sharper curves were later rebuilt with wider radii.

## Operations

Initially the TTT Railway operated as a private carrier, carrying TTT staff and their families, guests, freight, and mail between Putāruru and Mokai.
From January 29, 1908, the TTT Railway opened its freight and passenger services to the public under the terms of a NZ Government Order in Council. The line provided a direct connection between Putāruru and the settlements of Lichfield, Tokoroa, Ongaroto, and Mokai. Passengers and freight for destinations such as Wairakei, Taupō, Tokaanu, and northern Hawkes Bay, would be set down or picked up at a siding approximately 3 miles (4.8 km) from Mokai. A Government road facilitated transportation between the siding, Oruanui, Wairakei, and Taupō.
A siding at Kopakorahi was used for changing locomotives. Heisler geared locomotives hauled trains over the mountainous section between Kopakorahi and Mokai. From 1914, trains on the easier northern section between Putāruru and Kopakorahi were usually hauled by locomotive number 7, an articulated Mallet Compound locomotive.
A typical TTT train consisted of one locomotive (or occasionally two), multiple flat cars, and a van with passenger accommodation. The TTT used hand-operated train-brakes, controlled by a brake operator who walked along the tops of the cars, manually adjusting the brakes on each vehicle.

## Waikato River bridges

The TTT Railway crossed the Waikato River at Ongaroto, approximately 5.6 km southwest of the present-day$^{(2024)}$ State Highway 1 bridge near Ātiamuri .
The first Ongaroto rail bridge was built in 1904. Designed by James Fulton, this timber bridge had a single span of 231 feet (70 m) and a total length of 260 feet (79 m). The structure consisted of four bolted laminated timber arches (two each side), stiffened by a timber through-truss. Except for hardware such as bolts, the bridge was built entirely of locally-sourced totara.
To provide support and access during construction, the contractors in late 1903 erected a temporary suspension bridge. Prior to construction of the arch bridge, the suspension bridge provided access for Mokai traffic. The suspension bridge cables are visible in early photos of the timber arch bridge.
In the late 1920s the timber arch bridge deteriorated and consulting engineer Stanley Jones recommended replacement. Following Jones's inspection and report, the company banned anyone from riding the train across the bridge. Trains would stop at the bridge and the passengers and fireman would walk across. The driver would gently open the throttle and then jump off. The train would slowly ease across the bridge before being stopped on the other side by the fireman, where everyone would reboard the train.
In 1931 a new steel truss bridge was built a short distance downstream of the timber arch bridge. Designed by Edgar Jones, of Jones and Adams consulting engineers, the bridge was erected by Wilcox and Company Ltd, at a cost of £10,000.
The steel bridge was designed with two spans, supported by a central pier. The contractors sank a coffer dam and started building foundations for the central pier. However, a hot water eruption flooded the coffer dam, causing it to float off. It was decided to relocate the mid-river pier. Some of the steel-work had already been fabricated, so one of the spans was redesigned as a cantilever supporting the end of the other girder. This bridge stood successfully until it was removed some years after the closure of the TTT railway.
The timber arch bridge was dismantled in 1933 and the timber sold.
The steel truss bridge's deck was expected to be submerged a "few feet" below the surface of Lake Whakamaru, when the Whakamaru dam was flooded. The bridge was removed before the dam was flooded.
A concrete bridge was later erected at the site of the Ongaroto rail bridges.

## Taupo extension proposal

In 1911 the TTT put forward a proposal to extend their line from Mokai to Taupō via Oruanui and Wairakei. Residents in the Taupo district formed the Taupo District Railway League to support the project. However, the proposal triggered controversy.
The NZ Government in 1913 issued an Order in Council authorising the extension, and in 1914 passed legislation describing the process to be followed. The company was unable to implement the project, and eventually abandoned the Taupo Extension proposal.

## Closure, sale, and reconstruction

The TTT In late 1944 adopted road transport throughout its operations.
The company disposed of its railway in two stages. The southern section from the "19-Mile Peg" to Mokai, together with branch lines from Mokai to various bush areas, was dismantled and salvageable items were sold. Salvage of the southern section started on 26 October 1944 and was completed by 27 October 1945.
The TTT continued providing rail service on the 19 miles (31 km) northern section, from Putāruru to the "19-Mile Peg" (south of Tokoroa). The NZ Government compensated the company for its operating loss on this service, until the line could be taken over. The NZ Government purchased the northern section in October 1946.
Starting on Tuesday, 10 June 1947, the Public Works Department took over the operation of the northern section, using steam locomotives purchased from the TTT.
The northern section was reconstructed under a NZ Government scheme for development of the Waikato River basin and surrounding areas. The project was completed on 6 October 1952. This section is still$^{(2024)}$ in use as part of the NZR's Kinleith Branch Line.

## Rolling stock
### Locomotives

| TTT Number | Maker | Maker's Number | Year | Type | Comments |
| 1 | Stearns Manufacturing Company | 1074 | 1903 | Heisler | New. Scrapped early 1950s |
| 2 | Stearns Manufacturing Company | 1082 | 1903 | Heisler | New. Sold c. 1944 |
| 3 | Yorkshire_Engine_Company | 255 | 1875 | Conventional | From NZR ("A" class), 1905. Sold c. 1921 |
| 4 | Dubs & Co | 654 | 1873 | Conventional | From Nelson Harbour Board 1907 (ex NZR "A" class). Sold 1914 |
| 5 | Climax Locomotive Works | Unknown | Unknown | Climax Type A | Purchased used, 1903. Sold 1914. |
| 6 | Barclay | 1270 | 1912 | Conventional | New. Sold 1923 |
| 7 | ALCO | 53970 | 1912 | Mallet Compound | New. Sold 1947. Preserved at the Glenbrook Vintage Railway as their NO.4 |
| 8 | Heisler Locomotive Works | 1448 | 1921 | Heisler | New. Sold c. 1944. |
| 9 | Heisler Locomotive Works | 1449 | 1921 | Heisler | New. Sold 1947. |
| 10 | A & G Price | ? | 1937 | Price Type E (geared) | New. Sold 1947. |

### Wagons

* 2 combination car for passengers and freight
* 1 freight van
* 20 ACF flat cars purchased in 1904
* 10 ACF flat cars purchased in 1907
* 10 flat cars (on order, 1921)
* Heisler steam locomotive No 8
* Heisler steam locomotive No 9
* Empty train ton the return trip to Mokai
* Loco No 7 at Ngutuwera T.T.T. Railway, 1947
* Map of the Taupo Totara Timber Company Railway and surrounding district, 1903 - 1905.