A steam locomotive was tested on the line in 1872 but the engine ' was too heavy for the wooden rails. Consequently, the rails were replaced by iron ones and two locomotives were then used on the line. The first of these was referred to as the “Skunk” with the second named “Wallaby” however, the Skunk was not a structurally successful engine.
Courtesy Palmerston City Library. Ref 2007N-R1_Epn_0284
In the late 1870s, Wellington to Palmerston North railway line surveying began. The coastal area was mainly forest, flax and swamp. James Wallace, a Lambton Quay grocer, first interested Wellington Members of Parliament in building a railway route to Palmerston North. Then in 1879, the line construction began. However, Sir John Hall and his conservative supporters came to power and condemned the idea of a train line. They felt too much of the land was still in the hands of Maori and the value of the land was still far too high. This caused many Wellington merchants to become disheartened as they had hoped a railway to the north would bring new trade.
Wellington and Manawatu Railway and Staff at Paekakariki 189
Courtesy Palmerston North City Library, Peterson papers, R36 RAILWAYS: General.
Courtesy Palmerston North City Library.
At that time the northern terminus of the Wellington Manawatu Rail line was 900 feet south of the Longburn overbridge and a station was built there in 1905.
Metal Loader, Longburn Gravel Pit. 1908-10.
Courtest Palmerston North City Library Ref 2007N-R19-Wor-0120
After the Wellington to Manawatu rail costs were resolved over a five-year period, regular dividends were paid to shareholders. However in 1908 the line was taken over by the Government and helped form part of the Main Trunk Line. This increased Palmerston North’s importance as a rail junction.
Manawatu’s population grew steadily from 1871 to 1878. This was because of railway construction, when the line was built to Foxton and Wanganui and was repeated from 1881 to 1891 when the Wellington to Napier line was constructed.
By 1889, there were dual tracks in Palmerston North. The Western tracks taking traffic north and the eastern tracks going to the Hawkes Bay and Wairarapa. By now, with more rail lines and traffic, there was better access to New Zealand ports and townships.
As Palmerston North grew, the rail carried larger quantities of goods. All imaginable items were transported, including Wool and livestock.
There was also a tablet station in Palmerston North near Miller Street. Eventually, lights were installed along the length of Main Street. Trains now waited for clearance to enter the Palmerston North station yards. This was because of the continual congestion. After 1891 it was obvious that the railway yards needed to be relocated but it was undecided where.
When bush was cleared between 1870 and 1900, pastoral industries in the Manawatu were established with the freezing meat works industry and dairy factories having been created in the 1880s and 1890s.
In 1875, Mr W J Roberts had a contract to construct a passenger station in Palmerston North. This was to have a timber platform, station master’s house and engine shed. It was situated in the centre of the Square and remained there until 1899, when it was relocated on the western side of the Square in Main Street. With the trains going through the middle of town, horses sometimes shied or spooked because of train Whistles or steam coming from engines.
Over the years the Palmerston North locomotive sheds, goods sheds and rail yards were relocated soon after the main railway station was moved.
It is hard to substantiate when a station was first erected at Terrace End. But a station there was later slightly resituated to make way for the Hawkes Bay line to proceed. Then, in 1940, a quarter of a mile north of Terrace End, points were installed. It is known a rail track went through Terrace End for about 87 years. During that time the trains often caused the buildings and clothes on the washing lines to become covered in soot. Then in July 1959 a line connected Roslyn with Longburn.
An Awapuni siding was built in 1904 and a station would also occupy the spot. From there, a track ran over a bridge above the swamp into the Manawatu Racing Club. This was about a quarter of a mile long and only used on Race Day. The siding was eventually closed on October 1939 and the Awapuni station was shut down to traffic in July 1959 and was demolished in January 1962. From 1936 till the mid 1970s railcars also operated in the Manawatu area, there once being a railcar halt in the square.
The trains eventually became longer, heaver and more cost-effective. Steam trains were used on special occasions and diesel and electric power went on to become the new mode to power rail engines.
New construction first began on a rail deviation at Milson in 1921 but ceased in 1929 because of the Depression. Work restarted in 1938 but was halted once more because of the Second World War. Then, in 1957, work commenced for the third time and the passenger station was finally opened in 1963. The goods area was operational in the following year.
Front Row: Peter Koning, Will Van Der put. Back Row Peter Schellvis, Andre Zentveld, Bill Terbake, Frank Gerbich, a New Zealand, leading hand, Hugo Muller, Bert Jansen, Peter Westerhuis, Phillip Lagewaard.
A Milson village railway settlement had also been constructed. This had 66 houses that were rented to railway workers and their families for reasonable prices. Consequently, a Milson School had been built in 1928 and in December of the same year the Milson overbridge was completed.
Polish Refugee children meet us at Palmerston North Station
“During World War Two, I was a young school boy living in Palmerston North. At this time, many Palmerstonians raised money for those in service overseas. The revenue was used to provide envelopes and writing paper for soldiers.
We also raised money at school. This was to buy food parcels for unfortunate children living in England These children had also been badly affected by the war.
One day, the students at the school where I attended were told that we were going to gather at the Palmerston North Railway Station with members of other local schools. This was to welcome a group of Polish children who had come from Iran and were victims of the war. The children were being transfered to a Polish children’s camp in the township of Pahiatua.
The Polish people were our allies in the war and had sometimes helped our soldiers in their overseas struggles. This meant we had a special interest in the Polish nation’s welfare. The day soon came when we were to meet the train and the members from each school made their way to the railway station before the train arrived.
After waiting for some time, the train eventually appeared, full of Polish children and helpers safeguarded them. The Children‘s faces looked sad and I could see they had endured much suffering. They had shaven heads and wore khaki clothes and could not speak English. We finally began handing them food, sweets and toys. Soon, small glimmers of happiness occupied their faces as they began enjoying themselves. The train stopped for longer than anticipated. But the time eventually came for us to say farewell. The event had been a time of mixed emotions and we felt sad as we waved and watched the train leave. ” (Paraphrased, from an Author unknown )
Polish children arriving at the Pahiatua Railway station, 1 November 1944.
Courtesy of the J Zawada collection.
I also remember arriving in Palmerston North on a train for the first time in the late 1950s. We had travelled from the Taranaki and were moving down Main Street looking at houses and commercial buildings through the windows of the train. It was a wondrous sight. But nothing was more so, than when we entered the Square and saw the attractive gardens on both sides of the track.
James Fagan
Palmerston North
New Zealand
New Zealand
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